That should also help its handling, too. However, its cab-forward proportions are more suggestive of an FF or MR/RR platform than an FR one - but it’s still a highly competitive offering nonetheless.
Anime girl jumpscare ahh photo set.
Cool car thought! It looks great!
thank you! im super happy with how it came out
“HR Glider” 2028 with Aero-strip Package
Specially designed with a new, narrower cockpit layout, closer passenger seats offer a more exciting racing experience. Equipped with a V8TT engine (653 kW and 996 Nm), lighter than its predecessor, it slices through the air with ease.
this looks amazing, love that front end!
Much like your earlier DR Ikarus, I suspect this one’s based on the '08 LaFerrari-like body set - but I suspect you used the smaller, short-wheelbase version for this latest build. Nearly 1k bhp in a car of that size makes it even more unhinged than the Ikarus - and its looks reflect that.
Thanks, but the current wheelbase is 2.7m. I cut the front and rear to make it shorter.
Omg he’s so handsome
LVC LS30, LS32, and LS35
The following were originally built for various challenges or revised with them in mind.
1979 LS30 - Made for QFC58 and powered by a 220-bhp 3.0L flat-crank V8 driving the rear wheels via a 5-speed manual transmission and helical LSD.
A 1984 facelift introduced 4-valve heads and multi-point EFI for the first time, along with a 1-inch increase in wheel diameter (from 15 to 16 inches).
1990 LS32 - The final evolution of the LS30 ethos, now with 300 horsepower and better aerodynamics. Originally made for CSR166 (in which the Revo trim was submitted).
The Revo modernizes the basic recipe and turns it up to 11 with a rebuilt 450-horsepower engine and a 6-speed manual gearbox.
Compared to the original, the Revo adds more mod cons (including modern infotainment) and a bespoke retrimmed interior.
1995 LS35 - Revised for CW8, now with 400 horsepower from its 3.2-liter V8 - a clean-sheet design, along with its all-aluminum platform. Aesthetics are inspired by the flagship LS60 from the same model year.
As with the flagship LS60, a hardcore CS trim (with a freer-flowing exhaust, trackday tires, unassisted steering and a lightweight sports interior trimmed in Alcantara and carbon fiber, along with stiffer suspension) was available.
The mid-engined V8 LVC range, while not as prestigious as comtemporary 12-cylinder offerings, was more attainable and affordable (in relative terms), thus serving as the bedrock of their sports car lineage, not just throughout the last few decades of the 20th century, but also into the 21st century and beyond.
I agree with that. My revamp of the LS35 brings it into line with a similar makeover I gave to the LS60 some time ago:
The base model is on the left, the hardcore CS is on the right, and the Spyder is between the two. All are powered by a 500-bhp 4.0L V12 (developing 525 horsepower in the CS) revving to 10,000 RPM, hooked up to a 6-speed manual gearbox and helical LSD, in an all-carbon body/chassis weighing 1000kg (940kg in the CS) - the Spyder only weighs 10kg more.
1972: The Fusco Lucciola Super LM in front of the factory, right before going to La Marche for the big race
The car was fitted with a prototype 175hp V6 (as opposed to the stock 67 hp I4) in order to run in a higher class, and to wow the newly opened market of Gasmea with what the frugal Fruinian company could do.
I don’t know if this is a muscle car or a supercar so it’s going in both. The 2002 Emerson Hydra, powered by a naturally aspirated 7.6L V12 engine that produces 529 horsepower @ 5800 RPM and and 521 lb-ft of torque @ 4500 RPM.
2002 AMS Acheron 1.6R
Originally built for QFC62. If the client for QFC28 or QFC35 wanted something far more track-focused, this is what I would’ve submitted.
Powered by a mid-mounted 1.6L flat-four sending 200 bhp to the rear wheels via a close-ratio 6-speed manual gearbox and helical LSD, the Acheron can reach 60 mph from a standstill in just 4.55 seconds and top out at just over 160 mph.
This is made possible by a 920-kg curb weight and, on the R trim shown here, special trackday tires for even more grip - although regular sports tires are available on lesser trims. A discreet yet functional aero kit also comes as standard throughout the range.
Its light weight is due to an all-aluminum body/chassis, tested for maximum stiffness - and in the targa-topped version shown here, the roof (which is not a structural component) can even be removed completely and stored in the front luggage compartment.
Obviously, there would be no point in forgoing all creature comforts, so a standard-issue mid-grade CD player and dual front airbags have been retained along with air conditioning.
This is more of a targa-topped fastback roadster than a full convertible (as reflected in my decision to use a detachable hard top), but at least you get to have the wind blasting through your hair as you pull over 1g in the turns.
S Trim
This one’s for those who find the R too extreme and want something more livable, but it’s still a sports car through and through.
Detuned from the R trim level, the S is $1k AMU cheaper, and with the Touring Pack, only 30kg heavier due to having a premium interior and stereo sound system.
Slightly softer suspension and cast alloy wheels wrapped in regular sports compound tires make it a more livable, though no less thrilling, proposition.
In short, if the S trim is the one you could at least try to use every day (if only just), the R is the best option for track driving and spirited B-road blasts.
Question: Is this exclusively for two-door models or do sporty sedans count too?