It might just have some competition, though, in the form of the TSC Tigerwolf.
This is a ground-up reimagining of an FM4 entry with a nose closer to something I made for LAC95.
Built on the '92 Evade body set (in case the one used for its previous incarnation becomes a legacy body and is removed in a future update), this all-alloy front-engined sports car packs an all-alusil 5.0L OHV V8 delivering 350 horsepower to the rear wheels via a six-speed manual gearbox and helical LSD.
With 17-inch forged alloy wheels wrapped in staggered high-performance tires (245mm front/275mm rear) and large ABS-assisted vented disc brakes at each corner, even the twistiest roads will be no match for it, especially with its race-bred all-independent suspension (A-arms front, multilink rear) keeping things under control without compromising comfort.
Like the LS35, it has a high-quality premium interior and stereo sound system with a CD + cassette player, along with dual front airbags.
Weighing just 1200kg (90kg less than the LS35), and being physically smaller to boot, it’s almost as fast (190mph Vmax, 0-60mph in 4.9s) and costs 10% less ($45k AMU instead of $50k AMU).
In any case, both of these would have been great cars for their time (and most likely still are today), but whereas the LS35 was created to fill a void in the mid-engined LVC range, the Tigerwolf was meant to answer the question, “What would I have entered in CW7 if someone else hosted it?”
The LS35 would have been even more of a driver’s car than the Tigerwolf (and by my admission, better-looking), but it’s obvious that the Tigerwolf would have been more reliable and easier to live with.
In short, if the LS35 were an F355 with the looks, engine, and body construction of a 360, then the Tigerwolf would be a fixed-roof TVR Griffith with the chassis of an Elise, the interior of an XK8 X100, and a front end similar to a pre-Vantage DB7.
It’s worth noting that I adjusted the LS35’s techpool to match the Tigerwolf’s (rather than vice versa), and replaced the nonfunctional body molding at the rear with a functional rear lip-like spoiler fixture for more rear downforce - it’s still one of my favorite designs to this day, though.
Update (9/13/24): I’ve replaced the taillight clusters with a different shape from the same fixture set, but stretched horizontally and compressed vertically. Here’s what its rear end looks like now:
I prefer the newer rear-end design to the previous one, if only just. The mechanicals remain unchanged, though, which is for the best.
