I still met the reliability target even with a dual-clutch gearbox. It was worth it - I made my car much quicker off the mark as previously stated.
Originally, the engine did produce nearly 700 HP. However, the torque curve led to the car being very difficult to drive as I wanted this car to be a car you could drive in any weather condition.
If I had not realized the potential of turbocharging, I would have submitted this instead:
As you can see, it met all the requirements specified in the challenge. However, when I ran a time trial at the Airfield Track, the result left me slightly deflated:
Nor was this proposal much cheaper than my actual submission:
And here is the engine I originally wanted to use:
My original plan would thus have been to build a larger hypercar with a 750-bhp normally aspirated 6-litre V12, but I found out that despite having 20% more drivability and being $3000 cheaper with markups, it would have been slower (around the Airfield Track), heavier, and thirstier than what I actually submitted. At least it sounded far better. Still, I have no regrets with my decision to use the smaller body. In short, instead of using the Aventador SV as my reference point, I extrapolated the Ford RS200’s performance and philosophy 20 years into the future.
Would I scare anyone if I mentioned my car weighs 2058.6 kg and still does 0-60 in 2.9 seconds? Oh, and that compared to mine, I’ve seen a lot of coffins based on safety numbers?
mine is high 50’s, so i know it’s not too safe
i got 2.8 in 2.1 ton car, however for lap time i decided to cut my weight even further but still cant get lower due my current setting
unrelated, i found that valve setting affecting so much avg reliability score, doesnt even matter how high you set the quality slider if you get the setting wrong you cant get high avg reliability score which i find rather annoying since tweaking the engine is more hard than usual.
there goes my green hell lap time…
This is revealing what I said earlier about reliability: it really affects what you choose in terms of interior trim. Also watch out for that environment resist requirement, best to pick something corrosion proof!!!
The fact is if you use a solid engine design that is high performance (i.e. revs high for optimal power band) your engine reliability will still struggle to over 70 without pumping copious tech into it (particularly fuel injection). Using a mag block will penalise you a couple of points because it’s 2006. This means using really fancy interior trim will make it very difficult to reach the required score because luxury interiors are complicated. If you want comfort, you’ll need to look elsewhere… like using a smoother running engine. Like in a v12. Which you then tune the bejeezus out of to push for a high specific output in order to offset the limited dimensions. Then it’s a matter of finding the right power to weight, because cornering is important. I could easily do a Koeniggsegg and push 750-800hp out of a 3.8L v12 with the allotted fuel and reliability. The question is, would that be worth the extra 50-100kg in the gearbox, plus a reduced drivability due to bigger turbo spool-up and higher boost?
As said, track times won’t be a problem here, since I can easily get the car to 1:10 on Airfield while keeping everything reasonable and still well under budget. It’s really about delivering the right package for this discerning customer.
actually mine is front engined and quite slow atm with 0-100 in 3.2.
However my car does everything well not just go fast.
And @abg7 You have alot of people to go thru first before coming close to strop my friend. It’s like a first time boxer calling out a Kostya Tszhu. lol
airfield 1.14
Well my car is mostly done now just need to do the visuals of it. 550hp from a 3L V8 results in 0-60 in just 2.9 seconds, I could get it down to 2.8 but that results in both drivability and sportiness dropping so its not worth it. Also able to manage up to 1.34g as well.
On the other hand, my car is way more affordable and still manages decent drivability. I used a premium interior to strike an ideal balance between comfort, weight, cost and reliability. Sadly a handmade one was out of the question, but I just wanted to set a fast lap time without going overboard on the quality sliders…
Also, larger cars are safer, but also inherently heavier than a smaller car with the same construction. I almost matched @rcracer11m in terms of lateral grip. And this despite trying to be balanced across all categories, rather than specializing in a particular area.
ahem. 2231kgs 0-60 in 2.7s
like using a smoother running engine. Like in a v12. Which you then tune
the bejeezus out of to push for a high specific output in order to
offset the limited dimensions.
that’s what i did… my original engine design was a 9kRPM 6.8L V12
edit: @abg7
you know that 2.2 tons beast of mine? it does 1.2g on the small circle. i don’t know how you got yours below that.
I dunno man, Kostya was great but to end up losing belts due to too many no contests… 
I’m having that usual funny thing happen again where a quibble in the math means I can either have 1.22g or 1.34g in the small circle test. The former value yields faster lap times, so just be aware that higher circle values aren’t always exact and should be taken with a grain of salt.
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mine gets 1.1g on the small and 1.08g on the big. for a 700+ hp estate, thats good. and 1:17.1 on the airfield, too. it’s not the most comfortable, but it’s pretty driveable.
You want something representative but not flashy? Comftable but not heavy? Trackable but too compromised?
Yeah, we got you.
Smooth Mapel SR
Combined carbon tub with alu panels means car is light at 1.3 tons, safe and if you bump a moose or a snow bank it will not cost a fortune to replace those panels.
Engine is a 3.85 biturbo screamer. With 511hp at 8000rpm on one hand and 12l/100km on other.
Air suspension and (bypased) high quality mufflers are there so you can enjoy a smooth ride from a meeting while listening to hq premium audio.
At 150k$ it’s not cheap…but it’s an uncompromised supercar.
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And the award for “Best Designed Rear End on a car goes to…”
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The recent entries look promising to me. Looks like I really did throw down the gauntlet with my submission, and everyone seems to have responded in kind. Now this is what I call a contest! 
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Well, on one hand I guess you could say that. On the other, given the standard of competitiveness that this contest has reached even from the early rounds, “throwing down the gauntlet” merely means “I submitted my car first” 
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i have reworked mine a tad, it’s now much more driveable and not bone shatteringley uncomfortable.
but he did second 
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