The Leisurely GSX collection dates back to 2014. The first generation at the time was a mess except for the engine
Now the sixth-generation GSX is here
The newly developed 4.1L twin-turbocharged V-shaped 90-degree 8-cylinder engine bursts out at 999 horsepower at 9000RPM
In order to cooperate with the new engine, a smaller and lighter AWD system is specially designed, which is 70 kg lighter than before
Completely overthrow the aerodynamic design, the downforce is 3 tons at 300 kilometers, and the air resistance is reduced by 0.2, the chassis continues to use the Venturi effect as the basis, and redesigns to reduce the drag coefficient
2 Likes
Leisurely CNR is Leisurely’s earliest sports car series
CNR is an acronym for Cheap New Age Sports Car
Since the CNR4 was discontinued in 2017, fans have clamored for an all-new CNR sports car
Well today he came back with CNR4 GT3 as a track performance verification car
Therefore, Leisurely replaced CNR with the third-generation GSX’s 3.1L twin-turbocharged V-type 90-degree 6-cylinder engine
610 horsepower at 9000RPM
The transmission system is designed with a lighter AWD system, which is 100 kg lighter than before
Compared with the previous generation, the aerodynamic design has not changed much, because the movable aerodynamic kit cannot be used, so we installed a Venturi effect diffuser, the downforce is 2 tons at 300 kilometers, and the air resistance is reduced by 0.1, about The chassis replaced the previous multi-link suspension with pushrod suspension and lowered the body by 10mm
2 Likes
The Empir-Leisurly XM4 is the first sports car produced by a joint venture between Leisurely and Empir
XM4 LR is on the stage as a track performance verification car before mass production
Therefore, Leisurely replaced the XM4 with a 3.1L twin-turbocharged L-type 6-cylinder engine after cylinder expansion
600 horsepower and 800 Nm burst out at 7800RPM
In terms of transmission system, a seven-speed gearbox with lighter weight is designed
The aerodynamic design has developed and designed the whole vehicle modular kit in the direction of endurance. The downforce is 1.7 tons at 300 kilometers, and the air resistance is reduced by 0.3. Regarding the chassis, the body is only widened by 110mm
3 Likes
First seen as a full size mock-up at the Geneva motor show this year, Autodelta is unveiling it's competitor for this AES season ahead of the season starter at Sebring this weekend.
Powered by a bespoke twin-turbo V6 making 804 HP, the Nuvolari is now a fully hybrid LMH thanks to dual in-wheel electric motors, for a total output of around 980 HP. Advanced torque vectoring is used to keep the car under control in any situation
The car full-carbon monocoque has recived numerous upgrades in order to better work with new, refined aerodynamics of the car, with ample focus on reducing top-side wake and feed clean air to the rear wing and improve diffuser extraction. The side of the car focuses on controlling the wake of the car to feed clean air to the main cooling inlets.
The floor takes inspiration form F1 cars, with big Venturi tunnels superseeding flatter floors of old LMP’s. The nose shape of the car and use of less common in-wheel electric motors allows for ample air feeding from the floor up the front of the car, minimising side-air inlet and reducing the risk of feeding wheel wake to the massive floor. Side inlets are used to help floor extraction, granting very high floor efficiency in every track condition.
Born form our first ever road hypercar, the Nuvolari LMH has now evolved into a truebred racecar, ready to bring the battle on the asphalt of the most famous track of them all: Le Mans.
6 Likes
2023 Milano Fenice Sedici
La pièce de résistance in the Fenice lineup, this V16 powered monster eschews the roadgoing aspirations of its predecessor, allowing it to become the ultimate endurance racing machine. It sports a full carbon fibre construction, with the body draping a one-piece tub, whose structure is strong enough to be considered an integrated rollcage. The design of the body ensures air flows in all the right places, providing immense downforce and cooling. Inside, the driver sits in the centreline of the car which, combined with the wraparound windshield, provides ultimate visibility. To aid this, high-resolution screens for the mirror cameras flank the driver.
It’s shown here wearing Milano’s signature Italian flag livery, proudly sporting the company’s longtime sponsor Ammonite Fuels, as well as social media site Ribbit.
9 Likes
You originally built this car for a similar challenge, but didn’t have enough time to finish it for that one. However, this time, you have finally given us a proper presentation - and this time it definitely looks race-ready as an LMH, and everyone’s dream car in its base form.
@the-chowi The Fenice Sedici (named after its V16 engine) deserves its positioning as the pinnacle of the Fenice line - unencumbered by road car regs, this is surely the most extreme race car you have ever made!
3 Likes
It would be perfect if I could add a little more detail.
2 Likes
The following was originally written for the Geneva to Le Mans challenge.
Brainchild of the NH division, the S99 is Ökul's take on modern hypercar.
In our minds, the art of modern hypercar is finding balance between power and aero.
The S99 NH is powered by an elecrically assisted 4-litre 6 cylinder boxer and features our most intricate aerodynamic solution ever.
It was designed from ground up with one primary purpose - to go fast.
And go fast it will, as Ökul NH Motorsport will be taking the S99 to arguably the hardest race of them all - Le Mans.
Meet the ÖKUL S99 NH & S99 NHMS LM.
In our minds, the art of modern hypercar is finding balance between power and aero.
The S99 NH is powered by an elecrically assisted 4-litre 6 cylinder boxer and features our most intricate aerodynamic solution ever.
It was designed from ground up with one primary purpose - to go fast.
And go fast it will, as Ökul NH Motorsport will be taking the S99 to arguably the hardest race of them all - Le Mans.
Meet the ÖKUL S99 NH & S99 NHMS LM.
Pictures of Ökul S99 NH
Spec sheet of Ökul S99 NH
| Wheelbase, length & widht | 2.88 m / 4.90 m / 2.09 m |
| Weight | 1371 kg |
| Chassis | Mid-engined
Carbon fiber tub, carbon fiber rear subframe |
| Panels | Carbon fiber |
| Powertrain | Ökul O-EB6 4.0 (A20) NHt
815.0 hp @ 6700 rpm, 955.0 Nm @ 3800 rpm, redline @ 8000 rpm + 3 electric motors |
| Drivetrain | ICU paired to 7-speed dual clutch transmission driving rear wheels
2 electric motors driving front wheels |
| 0 - 100 km/h | 2.20 s |
| Top speed | 330+ km/h |
| Wheels | Magnesium rims, sport compound tyres
Front: 21" rims, 305/35R21 104(Y) tyres Rear: 21" rims, 335/30R21 106(Y) tyres |
| Brakes | NH carbon ceramic
Front: 375 mm discs, 6 piston calipers Rear: 375 mm discs, 4 piston calipers |
| 100 - 0 km/h | 28.5 m |
| Interior & luggage | 2 lightweight carbon fibre sport seats, lined in lightweight leather
2 storage compartments under rear clamshell, in front of rear wheels |
| Production run | 99 units |
Pictures of Ökul S99 NHMS LM
Spec sheet of Ökul S99 NHMS LM
| Wheelbase, length & widht | 2.88 m / under 5.20 m / under 2.1 m |
| Weight | 1100 kg |
| Chassis | Mid-engined
Carbon fiber tub, carbon fiber rear subframe |
| Panels | Carbon fiber |
| Powertrain | Ökul O-EB6 4.0 (A20) NHt MS
804.5 hp @ 7400 rpm, 874.2 Nm @ 5800 rpm, redline @ 8000 rpm + electric motor |
| Drivetrain | ICU paired to 7-speed sequential transmission driving rear wheels
Electric motor driving front wheels |
| 0 - 100 km/h | 2.6 s |
| Top speed | 340+ km/h |
| Wheels | Magnesium rims, Duchemin race tyres
Front: 18" rims, 310/45R18 tyres Rear: 18" rims, 340/40R18 tyres |
| Brakes | NHMS carbon ceramic
Front: 375 mm discs, 6 piston calipers Rear: 375 mm discs, 4 piston calipers |
| 100 - 0 km/h | 25.8 m |
Deep dive into the technical solutions of the ÖKUL S99 model line-up
Ökul recently presented the S99 model line-up. In this post we’ll be taking a more thorough look at the technical concepts, specifications and design.
Take a look at the announcement here
Take a look at the announcement here
Ökul S99 NH is our take on a modern hypercar. With a production run of only 99 units,
the S99 NH is the most exclusive Ökul road car to date.
Ökul S99 NH is powered by a combination of internal combustion unit and 3 electric motors.
The internal combustion unit is from our 4-litre 6 cylinder boxer family carrying code
O-EB6 4.0 (A20) NHt. The ICU has a single variable geometry turbocharger and it generates 815.0 hp @ 6700 rpm and 955.5 Nm @ 3800 rpm with redline @ 8000 rpm.
The internal combustion unit along with one 150 Nm electric motor (that also acts as a starter) form the primary powertrain assembly. There are two additional 100 Nm electric motors forming the secondary powertrain assembly. The electricity is stored in energy storage unit consisting of supercapacitors and lithium-ion battery. Former is used for rapid energy recovery and deployment, latter is used for offering up to 21 km of range in pure EV mode. All 3 electric motors can charge or discharge independently of each other offering efficient torque vectoring.
The primary powertrain assembly is paired to double clutch transmission with 7 forward ratios (and no reverse) driving rear wheels via an electronic limited slip differential. The secondary powertrain drives the front wheels and also acts as a reverse gear.
Ökul S99 NH is built around carbon fibre monocoque chassis. The primary powertrain assembly is attached to carbon fibre rear subframe, the carbon fibre casing of the secondary powertrain assembly acts as the front subframe. The energy storage unit is enclosed under the front portion of the cabin floor. The 70 litre fuel cell is located behind the passenger compartment.
Ökul S99 NH is equipped with active push rod suspension. Stopping power is provided by NH carbon ceramic brakes: 375 mm disks with 6 piston callipers in the front and 375 mm disks with 4 piston callipers in the rear.
The tyres are wrapped around 21” single lug nut magnesium rims: 305/35R21 104(Y) in the front and 335/30R21 106(Y) in the rear.
Ökul S99 NH features our most intricate active aerodynamic solution ever. The car can generate 800 kg of downforce @ 250 km/h.
Interaction with the S99 mainly takes place using the centre infotainment screen and the steering wheel. The car comes with predefined driving modes but a custom load-out of personalised modes can be created by the user. The modes allow changing the properties of every adjustable system present on the car.
By default the normal mode prioritises efficiency, using the full EV mode in urban setting with more aggressive regenerative braking. Transmission is in its smoothest setting if the ICU is needed, suspension is in its softest setting. Sport mode utilises the ICU at all times, the transmission and the suspension stay in their smoothest setting. NH mode gives the powertrain it’s full grunt, sharpens up the gearshifts but the suspension stays at its softest setting. NH track mode features most optimal setups for famous racetracks all around the world including Nürburgring Nordschleife, Spa-Francorchamps, Laguna Seca and more. Individual settings can be changed on the fly using the rotary switches on the steering wheel.
The car comes with alternative round steering wheel designed for driving on public roads. Both steering wheels feature magnetic paddles for gears, hall effect sensor paddles for axle lift and window washer (can be used as manual clutch paddles), buttons for indicators, rotary dial for wiper, rotary dial for drive mode and two scroll wheels. The main steering wheel has two additional rotary dials and buttons for changing settings.
the S99 NH is the most exclusive Ökul road car to date.
Powertrain & drivetrain
Ökul S99 NH is powered by a combination of internal combustion unit and 3 electric motors.
The internal combustion unit is from our 4-litre 6 cylinder boxer family carrying code
O-EB6 4.0 (A20) NHt. The ICU has a single variable geometry turbocharger and it generates 815.0 hp @ 6700 rpm and 955.5 Nm @ 3800 rpm with redline @ 8000 rpm.
The internal combustion unit along with one 150 Nm electric motor (that also acts as a starter) form the primary powertrain assembly. There are two additional 100 Nm electric motors forming the secondary powertrain assembly. The electricity is stored in energy storage unit consisting of supercapacitors and lithium-ion battery. Former is used for rapid energy recovery and deployment, latter is used for offering up to 21 km of range in pure EV mode. All 3 electric motors can charge or discharge independently of each other offering efficient torque vectoring.
The primary powertrain assembly is paired to double clutch transmission with 7 forward ratios (and no reverse) driving rear wheels via an electronic limited slip differential. The secondary powertrain drives the front wheels and also acts as a reverse gear.
Chassis, suspension, brakes & wheels
Ökul S99 NH is built around carbon fibre monocoque chassis. The primary powertrain assembly is attached to carbon fibre rear subframe, the carbon fibre casing of the secondary powertrain assembly acts as the front subframe. The energy storage unit is enclosed under the front portion of the cabin floor. The 70 litre fuel cell is located behind the passenger compartment.
Ökul S99 NH is equipped with active push rod suspension. Stopping power is provided by NH carbon ceramic brakes: 375 mm disks with 6 piston callipers in the front and 375 mm disks with 4 piston callipers in the rear.
The tyres are wrapped around 21” single lug nut magnesium rims: 305/35R21 104(Y) in the front and 335/30R21 106(Y) in the rear.
Aerodynamics
Ökul S99 NH features our most intricate active aerodynamic solution ever. The car can generate 800 kg of downforce @ 250 km/h.
The centre section of the active front aerodynamic surface creates an air curtain layer above the nosecone and the canopy, the side section generates downforce and an air curtain around the sides of the canopy.
The vents on the sides create an air curtain around the front wheels.
Some of the air directed behind the front wheels enters the sidepods, some of it exits behind the front wheels producing downforce and sealing off the floor edge.
The roof scoop acts as a cold air intake for the ICU, the hot air is exhausted under the active rear wing. The cooling intakes direct cold air directly to the ICU cooling radiators, the hot air exits under the rear wing.
The diffuser generates majority of the rear downforce and can be stalled using flaps inside to lower drag. Air entering the sidepods goes through hybrid system cooling radiators and exits above the diffuser.
User experience and interface
Interaction with the S99 mainly takes place using the centre infotainment screen and the steering wheel. The car comes with predefined driving modes but a custom load-out of personalised modes can be created by the user. The modes allow changing the properties of every adjustable system present on the car.
By default the normal mode prioritises efficiency, using the full EV mode in urban setting with more aggressive regenerative braking. Transmission is in its smoothest setting if the ICU is needed, suspension is in its softest setting. Sport mode utilises the ICU at all times, the transmission and the suspension stay in their smoothest setting. NH mode gives the powertrain it’s full grunt, sharpens up the gearshifts but the suspension stays at its softest setting. NH track mode features most optimal setups for famous racetracks all around the world including Nürburgring Nordschleife, Spa-Francorchamps, Laguna Seca and more. Individual settings can be changed on the fly using the rotary switches on the steering wheel.
The car comes with alternative round steering wheel designed for driving on public roads. Both steering wheels feature magnetic paddles for gears, hall effect sensor paddles for axle lift and window washer (can be used as manual clutch paddles), buttons for indicators, rotary dial for wiper, rotary dial for drive mode and two scroll wheels. The main steering wheel has two additional rotary dials and buttons for changing settings.
Spec sheet of Ökul S99 NH
| Wheelbase, length & widht | 2.88 m / 4.90 m / 2.09 m |
| Weight | 1371 kg |
| Chassis | Mid-engined
Carbon fiber tub, carbon fiber rear subframe |
| Panels | Carbon fiber |
| Powertrain | Ökul O-EB6 4.0 (A20) NHt
815.0 hp @ 6700 rpm, 955.0 Nm @ 3800 rpm, redline @ 8000 rpm + 3 electric motors |
| Drivetrain | ICU paired to 7-speed dual clutch transmission driving rear wheels
2 electric motors driving front wheels |
| 0 - 100 km/h | 2.20 s |
| Top speed | 330+ km/h |
| Wheels | Magnesium rims, sport compound tyres
Front: 21" rims, 305/35R21 104(Y) tyres Rear: 21" rims, 335/30R21 106(Y) tyres |
| Brakes | NH carbon ceramic
Front: 375 mm discs, 6 piston calipers Rear: 375 mm discs, 4 piston calipers |
| 100 - 0 km/h | 28.5 m |
| Interior & luggage | 2 lightweight carbon fibre sport seats, lined in lightweight leather
2 storage compartments under rear clamshell, in front of rear wheels |
| Production run | 99 units |
Ökul S99 NHMS LM is built to race in the Le Mans Hypercar class. It follows it’s road going counterpart’s concept quite closely, but it features numerous modifications to comply with the LMH ruleset and be a better race car in general.
Ökul S99 NHMS LM is powered by extensively modified version of the 4-litre 6 cylinder boxer engine carrying code O-EB6 4.0 (A20) NHt MS. The single turbocharger is simpler than the one present in the road car. The ICU produces 804.5 hp @ 7400 rpm, 874.2 Nm @ 5800 rpm with redline @ 8000 rpm. Lubrication provided by Castroil. Coolant provided by Freezer.
The ICU is attached to 7-speed sequential transmission (with reverse) driving the rear wheels via a geared LSD.
The solitary electric motor powers the front wheels under acceleration, the energy is stored in supercapacitors. The exact specification will be determined by the LMH ruleset.
Ökul S99 NHMS LM shares it’s chassis and rear subframe with it’s road going counterpart. Front subframe houses the electric motor. Placement of the energy storage unit and the fuel cell mimic the road car.
The push-rod suspension is passive to comply with the LMH ruleset. NHMS carbon-ceramic brakes were designed in collaboration with Stopgood: 375 mm disks with 6 piston callipers in the front and 375 mm disks with 4 piston callipers in the rear.
LMH race tyres are provided by Duchemin: 310/45R18 in the front and 340/40R18 in the back.
Ökul S99 NHMS LM shares it’s general philosophy with the road car but has all active elements removed and bodywork slightly lengthened. The exhaust is moved to comply with the LMH ruleset.
Powertrain & drivetrain
Ökul S99 NHMS LM is powered by extensively modified version of the 4-litre 6 cylinder boxer engine carrying code O-EB6 4.0 (A20) NHt MS. The single turbocharger is simpler than the one present in the road car. The ICU produces 804.5 hp @ 7400 rpm, 874.2 Nm @ 5800 rpm with redline @ 8000 rpm. Lubrication provided by Castroil. Coolant provided by Freezer.
The ICU is attached to 7-speed sequential transmission (with reverse) driving the rear wheels via a geared LSD.
The solitary electric motor powers the front wheels under acceleration, the energy is stored in supercapacitors. The exact specification will be determined by the LMH ruleset.
Chassis, suspension, brakes & wheels
Ökul S99 NHMS LM shares it’s chassis and rear subframe with it’s road going counterpart. Front subframe houses the electric motor. Placement of the energy storage unit and the fuel cell mimic the road car.
The push-rod suspension is passive to comply with the LMH ruleset. NHMS carbon-ceramic brakes were designed in collaboration with Stopgood: 375 mm disks with 6 piston callipers in the front and 375 mm disks with 4 piston callipers in the rear.
LMH race tyres are provided by Duchemin: 310/45R18 in the front and 340/40R18 in the back.
Aerodynamics
Ökul S99 NHMS LM shares it’s general philosophy with the road car but has all active elements removed and bodywork slightly lengthened. The exhaust is moved to comply with the LMH ruleset.
Spec sheet of Ökul S99 NHMS LM
| Wheelbase, length & widht | 2.88 m / under 5.20 m / under 2.1 m |
| Weight | 1100 kg |
| Chassis | Mid-engined
Carbon fiber tub, carbon fiber rear subframe |
| Panels | Carbon fiber |
| Powertrain | Ökul O-EB6 4.0 (A20) NHt MS
804.5 hp @ 7400 rpm, 874.2 Nm @ 5800 rpm, redline @ 8000 rpm + electric motor |
| Drivetrain | ICU paired to 7-speed sequential transmission driving rear wheels
Electric motor driving front wheels |
| 0 - 100 km/h | 2.6 s |
| Top speed | 340+ km/h |
| Wheels | Magnesium rims, Duchemin race tyres
Front: 18" rims, 310/45R18 tyres Rear: 18" rims, 340/40R18 tyres |
| Brakes | NHMS carbon ceramic
Front: 375 mm discs, 6 piston calipers Rear: 375 mm discs, 4 piston calipers |
| 100 - 0 km/h | 25.8 m |
12 Likes
Today is the last day to submit your official entries! 
Here’s the current list of entries as of writing:
@MCzenman (1 GT)
@BannedByAndroid (1 GT)
@04mmar (1 GT, 1 LMH)
@Oreology (1 LMH)
@KSIolajidebt (1 GT)
@RacingDukes (1 GT)
@Danicoptero (1 LMDh)
@Lazar (1 GT)
@TanksAreTryhards (1 LMH)
@the-chowi (2 GTs, 1 LMH)
@Tyhikastija (1 LMH)
@Kitami has sent me 3 different posts with no indication of which one is the final. I’ve already sent you a DM, so please clarify 
People who submitted for feedback but have yet to submit any official entries:
@Matt
@FrederikLenius
@Rise_Comics
@KenShiro
@Prium
@randomtuner
@Portalkat42
@DrDoomD1scord
Once again, please follow the instructions laid out in the OP for making an official entry submission and most importantly, don’t forget to double check the regulations sheet! 
EDIT: Just to clarify, the challenge will officially close some time on June 6th, Anywhere on Earth. Please use this as reference for AoE time:
3 Likes
Tio Motors/Automotive Le Mans 2023 grid
The Cr2640 LMDh
it have hybrid, it go brum brum brum
The Eagle GTE
Dinosaur! Grrr
The Casuario LMH
OHHHHH CAAAANNNAAADAAA
that’s it thx for your time
8 Likes
Turból jv8 GT3 Evo2020
Specifications:
Dimensions
Length: 4,535mm
Width: 2,020mm
Wheelbase: 2,662mm
Powertrain
Type: V8 DOHC 32 Valve, Crossplane, Longitudinal
Displacement: 4,797cc
Fuel Delivery: Direct and Port Injection, Individual Throttle Bodies
Transmission: Xtrac Transversal Sequential 6 Speed
Maximum RPM: 8300
Power: BOP Dependent
10 Likes
The 2023 ISN Canopus, spotted at the ISN Test Track
Compared to its earlier design, its aerodynamic elements have undergone a major overhaul, with a more traditional shark fin and roof scoop. Several new details can also be spotted, such as a more detailed floor edge, reprofiled sidepods and cooling louvres situated on the engine cover. Most noticeably, the livery has been changed to a more traditional Gulp style.
Experts reckon that the scoops previously thought to be its cooling inlets were, in fact, a feature similar to the “waterslide” design of contemporary formula 1 cars to bring high energy airflow to the rear floor. The actual sidepod cooling inlets have also been exposed, revealing their unusually forward position. Further, the sidepod undercut has been reshaped to a gentler profile, better allowing airflow to follow the side of the car without undergoing separation.
How will this new car do in Le Mans this year? There’s only one way to find out…
Summary
Powertrain:
- ISN LME2890 2800cc 90 degree V6TT (power subject to BoP)
- Sequential 7-speed XTrac gearbox
- Limited slip rear differential
- 200Kw front motor with open differential
- 1.2kWh supercapacitor energy storage
Chassis:
- ISN developed CF-aluminum honeycomb monocoque
- Front pushrod/ rear pullrod suspension
Wheels and Brakes:
- 18" magnesium alloy rims
- Front: 310/680, Rear: 340/710
- Front brakes: 375mm, 6-piston carbon ceramic
- Rear brakes: 340mm, 4-piston carbon ceramic
6 Likes
Plume Moteurs P670 LMH
The P670 LMH is the response of Plume Moteurs to the new Hypecar regulation. The french manufacturer, in collaboration with Distance auto shops, allready started planning a return in endurance racing in 2018 with the PED chassis 20 years after quitting GT2.
Caught by surprise by the new regulations, PM decided, rather than starting over, to adapt their chassis to the rules, giving it her more “classic” look, with proheminents sides pods and nose, straigth backfin and LMP1 diffuser .
This choice was also made as a marketing move. With Renault/Alpine allready engaged in F1 and LMP2, and Peugeot annoucing their come back to Endurance, Plume Moteurs didn’t wanted to fall behind, and prove their expertise in the performance segment. To do so, the P670
prototype use a modified road legal, naturaly aspirated 3l V8.
Everything in the car is made to celebrate Plume Moteurs heritage, from the tilted rectangle headlights to the somewhat retro racing blue livery.
But in the end, the ultimate goal is to assess PM superiority over the others french manufacturers.
2 Likes
Hosher Machete GT3
Team Hactek #04
The Hosher Machete has been loved by car enthusiasts across the globe for decades with it's powerful V8 motor and exciting handling. Hosher have decdided that it's finally time for it to make its Le Mans debut at the 100th running of the event. The car pictured is wearing the iconic Hactek black and yellow it will be mightily interesting to see how it stacks up in this years Le Mans 24h.
4 Likes
2020 Lenius Faro GTE
Experience the exhilarating revival of the legendary Lenius Faro GTE at the historic centennial Le Mans this year. This fierce racing machine roars back to the track for the last time, ready to conquer the competition with blistering speed, and relentless determination to claim victory in the ultimate test of endurance.
Experience the exhilarating revival of the legendary Lenius Faro GTE at the historic centennial Le Mans this year. This fierce racing machine roars back to the track for the last time, ready to conquer the competition with blistering speed, and relentless determination to claim victory in the ultimate test of endurance.
Powertrain
These specifications highlight the features and technical details of the Faro’s engine, showcasing its powerful performance and meticulous engineering.
- Type: Naturally aspirated V8
- Valve Configuration: DOHC (Dual Overhead Cam)
- Valves: 32
- Displacement: 6.200 CC
- Fuel Delivery: Direct and Port Injection
- Maximum RPM: 7,600
- Power Output: 644 horsepower (BOP Dependent)
Chassis
- Length: 4640 mm
- Width: 2030 mm
- Wheelbase: 2760 mm
- Dry Weight: 1326 kg (50/50) (BOP Dependent)
- Chassis construction: Aluminium semi space frame
- Panel material: Carbon fibre
Interior
Gallery
13 Likes
Leisurely GSX VI
Leisurely will challenge for the top class at Le Mans this year
Leisurely insists on comprehensive independent research and development, adheres to tradition, and regards the track as an excellent place to develop cutting-edge technology
Leisurely inspires to fully decentralize track technology to the road Hence the introduction of the GSX VI CR
Leisurely CNR4 GT3
This year the CNR series officially returns
To live up to CNR’s R we’ll be racing Le Mans
The goal of CNR this time is to redefine the gap between racing cars and street cars
Therefore, CNR4 GT3 uses the same engine as GSX IV and adopts new technology
Who doesn’t love a race car that’s ready for the road? Then Leisurely CNR4 GPX will be your best choice
2 Likes
OwO Furry livery goes brrrr. X3
2024 #53 Team Midlands Astraea GT3
✦ Lore
The 2024 Midlands Astraea GTC may seem like an odd to choice as a base for a LMGT3 touring car. It’s a long, semi traditional two door sedan that while it may be able to keep up with the likes of a 2024 Bentley Flying spur in terms of top speed and acceleration, it’s not exactly the most nimble. However, the engineers at Midlands welcomed the challenge of bringing such an unexpected competitor to Le Mans to prove just how powerful a rear engined behemoth can be. The recipe for a porsche-esque touring car was there: 550 hp from from the engine situated in the rear, slightly rear biased weight distribution, highly tunable suspension, and massive tyres. The ironic thing is that this is all of that is wrapped up in a car that’s 4.5 meters long, almost 2 meters wide, and instead of a relatively small turboed flat 6 in the rear there’s a 5.4 L N/A V8. The Astraea GT3 is a tank of a car compared to most other traditional GT3s. Despite this, the Astraea GT3 achieves a respectable 0-60 of 3.6 seconds, an aero limited top speed of 224 mph, and cornering G’s similar to a Porsche 911 RSR. These figures are thanks to the staggering amount of energy Midlands has put into reshaping the Astraea into a wider, lower, and slightly menacing carbon fiber version of its roadgoing counterpart. In fact, due to engine size regulations, the Astraea actually has less base hp than the road version due to the loss of its supercharger. This has allowed the car to do exceedingly well in endurance testing, since the 5.4 L V8 is much less stressed than usual. This particular version of the Astraea GT3 is liveried in the traditional Team Midlands petrol blue over Sebring Grey and the factory team has decided to show off their team mascot on the side this year.
Specifications
✧ 5.44 L DOHC, N/A V8
✧ 554 horsepower @ 7100 RPM (subject to BoP changes)
✧ 433 Ft-Lb of torque @ 6300 RPM
✧ 1305 Kg (subject to BoP changes)
✧ 6 speed sequential gearbox
✧ 18 in Advan RCIII’s, 280/40R18(F), 330/35R18(R)
✧ 3.6 sec 0-60
✧ 224 mph top speed (Aero limited)
✦ OwO
Is that a furry livery on the side of this racing behemoth? Yes. Yes it is. This good boi is the whole reason the #53 Team Midlands Astraea GT3 has a .car file size of 1.8 mb. He took me forever to make (as did the gran turismo logos scattered across the car), but I’m super proud of how he turned out. Full on anime liveries are a pain, but it was worth it. X3
17 Likes
It looks like you based the CNR4 on one of the '87 NSX-esque body sets. I’ve heard that the smaller of those (~2.4m wheelbase) has a longer engine bay - and I’m assuming you went with that one for that reason alone.