AWDA on Hiatus... again

Not only is it the holiday season, but my TV seems to have officially kicked the bucket... I guess I know what I'm getting myself for Christmas.

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• [Gran Turismo]

GT4:
GT4 Car Setups
Screen Shots
Screen Shots 2
April 1st Special
Subaru Impreza Rally Car
Screen Shots 3
Battle of the Initials
Mitsubishi Evo VI Rally Car

*These setups are designed for use without driver aids.*
All posts (and header image) © Kaid Blackheart
All screen shots and videos created with GT4

Mitsubishi Lancer Evolution Rally Car

I had been planning to post a video of the Ford Escort rally car which was faster than this car (I think the cars trick rear diff lacks the grip in these conditions that normal LSDs have), but after considering things I decided I wanted to do an in car view while I was driving this Evo and so I used this video instead.

AWDA Monthly Nov 2009

First off:
Check out the Battle of the Initials!

These cars have been updated:
Ford Mustang GT
Mazda RX-7 GT-X
Mitsubishi 3000GT MR
Ford GT

These setups have been removed:
Nissan GT-R R35 (R34.5)
Nissan GT-R Concept
Ford SVT Cobra

AWDA Monthly:
Not much to say this month.

Lexus IS200 Touring Car

IS 200 (J) Touring Car



Power: 274bhp

Parts:
Weight Reduction Stage 3
Rigidity Increase (rollcage)
Port Polishing
Racing Exhaust
Racing Brakes
NA Tuning Stage 1
Computer Equip
FC Transmission
Triple-plate Clutch
Racing Flywheel
FC LSD
Carbon Driveshaft
FC Suspension
R1 Tires
Rear Wing

Suspension:
Spring Rate: 9.5/9.5
Ride Height: 96/96
Bound: 4/3
Rebound: 6/5
Camber: 2.0/2.4
Toe: 0/0
Stabilizers: 4/3

Transmission (set the transmission in the order that is listed):
Autoset: 7
1st: 3.500
2nd: 2.440
3rd: 1.840
4th: 1.470
5th: 1.205
6th: 1.000
Final Gear: 3.700

LSD:
Initial: 12
Acceleration: 30
Deceleration: 12

Downforce:
16/22

Ballast:
Ballast weight: 31kg
Location: 36

Notes:
This car as it is built here better fits the current S2000 rules than our previous build the Honda Accord Euro-R touring car. Here are some of the specs (from the "sell" clipboard):

Power: 270bhp
Torque: 281Nm
Weight: 1170kg (30kg ballast added for the use of a six speed sequential gearbox)
Body: 4.4m length, 4-door
Engine: 2L inline 4, 8500rpm rev limit

I did a lot of research into the gearing of this car. To avoid the weight handicap placed on the transmission, a 5 speed gearbox must be used with original gear ratios. With the final gear adjusted for the same top speed as the 6 speed, and the original gearing, this was the setup:

1st: 3.520
2nd: 2.180
3rd: 1.490
4th: 1.210
5th: 1.000
Final Gear: 3.700

I did a drag race between both setups over 1km and found that the setups were nearly equal; the 5 speed gearbox was only 0.1 seconds slower. Based on this result I would say that the transmission should be decided based on the course and not so much the car, so honestly the choice is yours. (Remember to remove the 30kg handicap if you use the 5 speed).

Battle of the Initials

The NSX has been called Japans first super car, but I had to ask, just how super was it? The NSX came into its prime in 1997 with this 3.2L Type S Zero. This NSX offered less weight and stiffer suspension than the stock model to boost its performance.

But it wasn't the only car coming into its prime at the time.

In 1998, the Subaru Impreza STI and the Mitsubishi Lancer Evolution might have lacked the title "super" but they were thoroughbred racers. Lacking the refinement of the NSX, the STI and the Evo were like thugs and the NSX like an athelet. So how would these cars compare if they went head to head?

I found out.


On paper the cars seem similarly speced but behind the wheel the difference is clear. The STI, despite having 40Nm more torque, was clearly slower in a straight line. The N/A V6 in the NSX responded much more quickly than the STI's turbocharged boxxer engine and made the NSX feel more powerful in the corners than the STI. While the cars seemed to be able to corner at equal speeds the NSX was more prone to oversteer but its chassis and suspension are tuned perfectly to make the car easy to control even on the road. The only area that the STI excelled in was braking. Even while the video suggests that the STI isn't much slower I had to drive it much harder to try to keep up with the NSX. This plays into the nature of the cars. The NSX is easy to drive fast, but it has to be handled gently; where as the STI is a car you grind into the asphalt.

I still love the STI, but the NSX really does deliver the performance.

P.S.
I have no idea how I found this NSX Type S Zero for the price I listed in the chart. Here's proof that it is an odd find, and also an example of a more common price:

(GT4) Ford Mustang GT

Ford Mustang GT



Power: 506bhp

Parts:
Rigidity Increase (rollcage)
Port Polishing
Semi-racing Exhaust
Supercharger
Computer Equip
FC Transmission
Twin-plate Clutch
Semi-racing Flywheel
FC LSD
Carbon Driveshaft
FC Suspension
S3 Tires

Suspension:
Spring Rate: 8.0/8.0
Ride Height: 105/106
Bound: 5/2
Rebound: 8/4
Camber: 1.5/0.2
Toe: -1/-1
Stabilizers: 3/2

Transmission (set the transmission in the order that is listed):
Autoset: 22
1st: 3.000
2nd: 1.820
3rd: 1.320
4th: 1.000
5th: 0.770
6th: 0.650
Final Gear: 3.700

LSD:
Initial: 16
Acceleration: 40
Deceleration: 12

Notes:
Replacing AWDAs old Mustang setup is this 500hp GT setup. Doing everything I could to get this car to handle how I wanted, I never could get it to drift very easily. It'll power slide, in fact it'll do it all day on N3 tires, but I just can't get this thing to go sideways using its weight. No matter, this car will now at least make its away around a corner with more grace than ever before.

(GT4) Mazda RX-7 GT-X

Mazda RX-7 GT-X



Power: 258bhp

Parts:
Rigidity Refresh
Rigidity Increase (rollcage)
Sports Exhaust
Racing Brakes
Turbo Stage 1
Sports Intercooler
Computer Equip
Twin-plate Clutch
Sports Flywheel
Carbon Driveshaft
FC Suspension
N3-S3 Tires

Suspension:
Spring Rate: 6.0/5.5
Ride Height: 120/120
Bound: 2/3
Rebound: 4/6
Camber: 1.4/1.4
Toe: 0/0
Stabilizers: 3/2

Notes:
As you've noticed AWDA is taking a much more minimalistic approach to tuning cars. Before I would change every setting possible, but now I figure why fix what isn't broken. If the LSD can't be adjusted better than stock then there's no point in spending the Cr. on the parts. This keeps cost down on our cars. In many cases I like to keep 5 speed transmissions just that, and so I have used the close gearing to improve accleration (almost 0.3 seconds faster over one km from a standing start) and switched to 6 speeds.

I had a chance to buy a '89 N/A RX-7 but it has almost the same power to weight ratio as the '96 Miata I was looking at. In the end I decided on the Miata based on the fact that it has better fuel economy. I'm glad I did now because if the game is an accurate simulation of how a stock turbo RX-7 handles then the MX-5 handles better. However, the chassis is no doubt Mazda perfect. A few tweaks, stiffer springs, and this car is ready to go. I do have to warn that on road tires this car is more tail happy than I'd like. Because of this I spent a considerable amount of time trying to adjust the suspension so that it was easy to control the slides. in the end this car is easy to drift, fun to race, and a great looking car.

(GT4) Honda Civic SiR

Honda Civic SiR-II '91



Power: 175bhp

Parts:
Rigidity Refresh
Sports Exhaust
Computer Equip
Single Clutch
Sports Flywheel
1.5 way LSD
FC Suspension
S3 Tires

Suspension:
Spring Rate: 5.0/3.5
Ride Height: 119/129
Bound: 2/3
Rebound: 6/2
Camber: 1.0/1.0
Toe: 0/-1
Stabilizers: 1/1

Notes:
I had tuned this car to manage 198bhp; however 175bhp is more than enough to win the Civic races. I think this detuned version actually provides a more dynamic experience anyway since the power is better balance to the drive train type. The most important thing to remember when driving this car is how to manage the weight in such a way that it eliminates the understeer. This car starts understeering when the weight gets taken off the front wheels. Any way the driver finds to keep weight on the front wheels during the crucial parts of a corner will keep this car handling as it should.

(GT4) Toyota Corolla Levin

Toyota Corolla Levin '83



Power: 225bhp

Parts:
Rigidity Refresh
Rigidity Increase (rollcage)
Sports Exhaust
Racing Brakes
Turbo Stage 2
Computer Equip
Twin-plate Clutch
Sports Flywheel
1 way LSD
Carbon Driveshaft
Original Suspension
S3 Tires

Suspension:
Spring Rate: 6.0/5.0
Ride Height: 90/100
Shocks: 4/3
Camber: 0.5/1.5
Toe: 0/-1
Stabilizers: 3/1

Notes:
It is completely possible that this car might have been based on a car from a Japanese story... On the other hand it is completely possible that this turbocharged Levin isn't. Down to the facts though...

This is perhaps one of the worst chassis I've ever tried to tune. However I devoted a lot of time to this car to tune it as best as possible. I used the suspension package I did so I could lower it enough to make it look sporty. To tune out a sort of tweaking feeling the chassis had even after the rollcage, I adjusted the front anti-roll bars stiffer and then lessened the camber to match. The result is a car that on semi-slicks can participate in the Clubman Cup races.

(GT4) BMW Z4

BMW Z4 (35i)



Power: 294bhp

Parts:
Port Polishing
Semi-racing Exhaust
Racing Brakes
NA Tuning Stage 1
Computer Equip
Close Transmission
Twin-plate Clutch
Semi-racing Flywheel
FC LSD
Carbon Driveshaft
FC Suspension
S3 Tires

Suspension:
Spring Rate: 8.0/7.0
Ride Height: 110/120
Bound: 3/2
Rebound: 8/6
Camber: 1.8/2.5
Toe: 1/-1
Stabilizers: 2/1

LSD:
Initial: 15
Acceleration: 34
Deceleration: 10

Notes:
I would be lying if I said I didn't have an affinity for cabrios. There's a joy to driving around with enough head room to make the universe feel like your auditorium. Some people might not like it, some people might not realize they like it because they've never tried it, but when you're sitting behind an engine at 7,000 RPM with the smell of gas and rubber in the air, the tires screaming, and the distant sound of the ice caps melting there's a euphoria that takes over the body.

While this Z4 is not the prettiest car BMW ever made, nor the best handling, it is--in my opinion--good enough. It'll never out handle a S2000 or MX-5, but with some special attention I've got it that much closer to being the sports car star that it should be. This car might not slide about like the 300zx, but you can really feel the grip as you accelerate out of the corners which makes this a great racing machine.

AWDA Monthly October '09

Most importantly
It has come to my attention that my ballast locations may be wrong! It seems I have added a - sign when there perhaps shouldn't have been. I'll take the time to edit in the changes over the next month.

This month the MX-5 setup was updated (it had been one of the last cars I'd tuned with the controler and not the wheel) and it now has optional powers designed to meet different specifications. While listing the different specs I typed up the tires as "R3" thinking that the game called them "road tires" but I'd forgotten they're listed as "N3" so I used photoshop to quite quickly edit the tables.

I went crazy with the photos for the 300ZX. That car is just so easy to slide around a track. Instead of taking up lost of room on the post itself (like on the Miata) I decided I'd try changing up the format a bit and having a "photo dump" so that the post wasn't so cluttered.

In RL news I got new wheels for my car and am selling two of the old ones.
http://inlandempire.craigslist.org/pts/1426250529.html

(GT4) Nissan 300ZX (Z32)

Nissan 300ZX (Z32) '89



Power: 305bhp

Parts:
Rigidity Refresh
Sports Exhaust
Racing Brakes
Computer Equip
Close Transmission
Twin-plate Clutch
Semi-racing Flywheel
FC LSD
Carbon Driveshaft
FC Suspension
N3-S3 Tires

Suspension:
Spring Rate: 7.0/7.0
Ride Height: 106/110
Bound: 3/4
Rebound: 7/6
Camber: 2.0/1.8
Toe: -1/0
Stabilizers: 3/2

LSD:
Initial: 10
Acceleration: 32
Deceleration: 10

Notes:
This car was a great build. The stock model seemed to oversteer into corners and understeer out, but it has a good chassis, so this car was the perfect canidate for a little suspenstion makeover. The goal, of course, was to make it handle as good as it looks. And it looks good. It looks like a 1980's supercar even. On the track, like the 350z, it is almost too easy to drive on sports tires. In the end I settled on a more stable setup which does have a slight tendency to understeer but also gives the car a slightly sharper responce. On sports tires the car does tend to feel a bit detached, but on road tires this thing is a ball.

(GT4) Mazda MX-5 (updated)

Mazda MX-5 S-Special Type I '95



Power: 140-199bhp



Parts:
Rigidity Refresh
Rigidity Increase (rollcage)
Racing Brakes
Carbon Driveshaft
FC Suspension


Suspension:
Spring Rate: 5.0/5.5
Ride Height: 112/115
Bound: 3/3
Rebound: 5/6
Camber: 1.2/1.0
Toe: 0/0
Stabilizers: 3/2

Notes:
The NA Miata is a fantastic car (I should know, I own one). They are fun and easy to drive, yet they are cars that a driver can learn a lot in. With the same car and three different setups this car can participate in 3 different races. I decided I wanted one of the setups to closely match SCCA's spec Miata rules. In those rules the car must weigh (driver included) more than the stock models. For this reason I chose a 1000kg MX-5 instead of one of the lighter models. Spec Miata's tend to have around 115 hp at the wheels, and 140bhp with (an estimated) 17% drive train loss is 116hp.
When I setup these cars I was limited by modifications since some are irreversible. Because of this the car is slightly underpowered for all three races this car is setup to participate in. I've yet to do better than 2nd in the Clubman Cup races (not counting Deep Forest), I can only just win some of the NR-A races, and while the Compact Cup races are very difficult I can win them with the spec Miata setup. In a way I think this makes the car all the more successful at what it does best, teach the driver how to become better.

Toyota MR2 Turbo (GT4)

TCv5 Entry

Toyota MR2 GT-S '97 (high mileage)
Power: 352hp
Torque: 417Nm
Weight: 1270kg
kg/hp: 3.606
Motegi East lap time: 1:28.142

Parts:
Rigidity Refresh
Oil Change
Semi-racing Exhaust
Racing Brakes
Brake Balance Controller
Computer Equip
Turbo Stage 2
Racing Intercooler
FC Transmission
Triple-plate Clutch
Racing Flywheel
FC LSD
FC Suspension
S3 Tires
Rigidity Increase (rollcage)

Brake Controller:
Brakes: 6/5

Suspension:
Spring Rate: 6.0/7.0
Ride Height: 105/107
Bound: 3/2
Rebound: 6/9
Camber: 1.5/1.2
Toe: 1/0
Stabilizers: 4/3

Transmission (set the transmission in the order that is listed):
Autoset: 9
1st: 2.960
2nd: 2.010
3rd: 1.510
4th: 1.215
5th: 1.000
6th: 0.815
Final Gear: 4.100

LSD:
Initial: 10
Acceleration: 30
Deceleration: 28

Driving Aids:
ASM Oversteer: 0
ASM Understeer: 0
TCS: 0

(GT4) Ford (GT4)

~Power~


~Luxury~


~Complete lack of style and performance~

Ford Taurus SHO


Power: 242bhp

Parts:
Rigidity Refresh
Sports Exhaust
Racing Brakes
Close Transmission
Twin-plate Clutch
Semi-racing Flywheel
2-way LSD
FC Suspension
S3 Tires

Suspension:
Spring Rate: 5.5/4.5
Ride Height: 122/128
Bound: 3/2
Rebound: 6/4
Camber: 2.0/2.0
Toe: 0/-1
Stabilizers: 1/1

Notes:
Sure it is an odd car to post for my first post back, but it is something to get AWDA jump started again. Believe it or not this car does handle pretty well with this modification and I love that little V8 that sounds awesome.

AWDA on Hiatus

I will still be posting the setup for the MkII MR2 Turbo as soon as judging results are in at GTP; however, I'm returning to racing in real life and have spend most of this month preparing for my first race this weekend. Because of this I've sadly had pretty much no time to spend playing with GT4. I hope to be back in action with the game soon enough.

AWDA Monthly June '09

A lot has happened this month. I've started writing reviews for MFT, and I've entered a Toyota MR2 GT-S (name the AWDA MR2 Turbo) into TCv5 Battle Motegi. Judging for TCv5 will begin this coming month, and I will post the setup for the AWDA (MkII) MR2 Turbo after the results from TCv5 are in. Building this car took a lot of time out of this month that I had planned on spending developing other things, but I'm not going to worry about that. This month the Honda Integra Touring Car was replaced by the Honda Accord Euro-R. No other updates were made. AWDA was working on an update of the Aston Martin V8 Vantage, but that project has been axed, so the Aston is no longer available.

A lot of things came up later in this month that kept me away from the game, and such needs in my personal life will probably continue to do so for the next two weeks or so. I didn't get two cars posted this month that I had planned and I image that I'll probably get them posted along with the MR2 and a race car this coming month.

(GT4) Lexus GS300 Vertex Edition

Lexus GS300 Vertex Edition



Power: 332bhp

Parts:
Sports Exhaust
Racing Brakes
Computer Equip
FC Transmission
Twin-plate Clutch
Semi-racing Flywheel
FC LSD
Carbon Driveshaft
FC Suspension
N3-S3 Tires
Weight Reduction Stage 2

Suspension:
Spring Rate: 9.0/8.0
Ride Height: 120/130
Bound: 3/2
Rebound: 8/5
Camber: 1.6/2.0
Toe: -1/-1
Stabilizers: 4/2

Transmission (set the transmission in the order that is listed):
Autoset: 12
1st: 2.720
2nd: 1.825
3rd: 1.310
4th: 1.000
5th: 0.760
Final Gear: 3.800

LSD:
Initial: 10
Acceleration: 25
Deceleration: 10

Notes:
This car isn't pretty, it isn't comfortable, nor is it practical, but it is fast. On sports tires it'll more than keep up with your average sports coupe, and on N3 tires it'll be just as sideways. This car is here because it is the unexpected. It is the car that you could take to your mother-in-law's and take to the track. The best part about taking it to your mother-in-law's is that there are no back seats, so as long as your spouse goes with you there'll be no room for your mother. That is an extra that no other respectable looking sports sedan will offer.

(GT4) Alfa Romeo 156

Alfa Romeo 156 2.5 V6



Power: 249bhp

Parts:
Rigidity Refresh
Rigidity Increase (rollcage)
Port Polishing
Engine Balancing
Semi-racing Exhaust
Racing Brakes
NA Tuning Stage 1
Computer Equip
FC Transmission
Twin-plate Clutch
Semi-racing Flywheel
FC LSD
FC Suspension
S3 Tires

Suspension:
Spring Rate: 8.5/8.0
Ride Height: 122/135
Bound: 2/3
Rebound: 8/4
Camber: 2.5/3.2
Toe: 0/-1
Stabilizers: 2/2

Transmission (set the transmission in the order that is listed):
Autoset: 6
1st: 3.170
2nd: 2.095
3rd: 1.655
4th: 1.355
5th: 1.120
6th: 0.920
Final Gear: 3.940

LSD:
Initial: 18
Acceleration: 30
Deceleration: 10

Notes:
This 250bhp Alfa 156 is not meant to be the 156 GTA, it is mean to be better. This 2.5L V6 model weighs 90kg less than the GTA, and has a better weight balance. Yet the fact that it is a V6 means that it still has that amazing Alfa sound. More importantly it has the Alfa look. When you drive an Alfa Romeo it is as if you're riding on the shoulders of Donatello's bronze statue of David. Further more, Alfa Romeos have always been like your grandma's cooking. She could make the simplest dish but you'd think it was the best meal in the world because you'd swear you could actually taste the love in the food. You get a similar feeling when you sit in the 156. I decided to try something new with the suspension, hopefully it is an improvement. For some reason I discontinued the Spider, so when we replaced the Alfa Romeo GT setup with the James Bond edition GT with 320bhp, AWDA no longer had a “sensible” Alfa Romeo. Another new concern of AWDA’s is that all our cars be race ready, something we’d previously never considered when building FWDs. While there are limited races that this car can compete in, we decided that 250bhp was really the limit for this chassis.











More images of the 156 here.

(GT4) Honda Accord Euro-R (AWDA Touring Car)

Honda Accord Euro-R



Power: 286bhp

Parts:
Semi-racing Exhaust
Racing Brakes
NA Tuning Stage 1
Port Polishing
Engine Balancing
Computer Equip
FC Transmission
Triple-plate Clutch
Racing Flywheel
FC LSD
FC Suspension
R1-R3 Tires
Weight Reduction Stage 3
Rigidity Increase (rollcage)
Rear Wing

Suspension:
Spring Rate: 6.5/8.0
Ride Height: 110/110
Bound: 3/2
Rebound: 8/6
Camber: 2.2/2.5
Toe: -1/-1
Stabilizers: 2/1

Transmission (set the transmission in the order that is listed):
Autoset: 5
1st: 3.140
2nd: 2.300
3rd: 1.790
4th: 1.445
5th: 1.190
6th: 1.000
Final Gear: 4.000

LSD:
Initial: 20
Acceleration: 30
Deceleration: 15

Downforce: 16/24

Notes:
This car is replacing the Honda Integra Touring Car as AWDA's team touring car. There are a few reasons for this: first, it closer fits the S2000 based rules used in touring cars today; second, it is easier to drive; and third and most importantly, it is affordable. Another benefit is that tires last much longer on this car than on the Integra. This Accord will do about 48km around the Nürburgring before the R1 tires wear out. That is equivalent to about 12 laps around a shorter circuit like Apricot Hill Raceway. This car has 2 more horsepower per ton than the BMW 320i Touring Car so in a straight line the only thing that sets these two cars apart is the 6-speed gearbox in this Accord. Because this car is easier to drive it is almost as fast as our old Integra touring car which had about 40bhp per ton more than this Accord. Want your own? For just 150,500 Cr. (price does not include cost of rims and tires) this touring car is yours. Compared to the Integra touring car available through Honda at 450,000 Cr. this car is by far the better deal.
(As I said with the Honda Integra Touring Car setup: there doesn't seem to be any races that this car can really compete in so I supposed that this car is just a proof of concept car.)

Driving tips:
To launch the car build the revs up to 3.5k RPM in 1st gear and take off at nearly full throttle, carefully balancing the wheelspin until you get to second gear. Remember to ease on the throttle out of corners; don't just stomp on the gas. This car was setup on R1 tires, while R3 tires only make it better, R1 tires last longer and are what I would recommend for use on this car.



Video from the Honda Integra Touring Car:

(GT4) Lexus SC430

Lexus SC430



Power: 372bhp

Parts:
Port Polishing
Engine Balancing
Sports Exhaust
Racing Brakes
NA Tuning Stage 1
Computer Equip
Close Transmission
Twin-plate Clutch
Semi-racing Flywheel
1.5-way LSD
Carbon Driveshaft
FC Suspension
S3 Tires

Suspension:
Spring Rate: 10.0/9.0
Ride Height: 115/125
Bound: 3/2
Rebound: 9/4
Camber: 2.4/2.8
Toe: 0/0
Stabilizers: 3/2

Notes:
Do you use words like “fabulous,” know that Roquefort is by law a cheese that can only be aged in the natural Combalou caves of Roquefort-sur-Soulzon, and do you think that Cheddar is a village in the district of Sedgemoor? If you answered yes, yes, and yes, then this car is for you. There are plenty of people who would disagree with me on this, but I think this car looks simply… well… let’s just say it, fabulous. The SC430 isn’t trying to be cool, because it knows cool people won’t buy it. No, this SC430 is for the people who appreciate the finer things in life. Every curve in this car’s bodywork is like a moment of peace, and function be damned by design. Admittedly when you walk to the back you realize the rear end looks unfortunately like a Toyota Solara. It is like Kate Moss with Lily Cole’s rear end; it is still good looking, but you know it is off a cheaper model. Though I can appreciate the looks, I can’t appreciate the sound. I know the car was meant to be discreet, but the V8 sounds like a muffled walrus with a tooth ache. This, however, is where the Lexus ends and its wild side begins. The 4.3L V8 now produces 372bhp, and while that means that it has a worse power to weight ratio than our MR2 Spider, this SC430 is still fast. Even while lugging around 1730kg this car keeps on its toes, but at the same time it feels forgiving even on N3 tires (I would recommend giving N3’s a try, though not during a race). It doesn’t have enough power to do epic power slides, but if you turn in hard, or do anything to shift the weight a little, it’ll get sideways. This car is for those out there who love style and anonymity, but secretly fancy a car that makes their blood boil with excitement. For those who truly appreciate a Cabernet Sauvignon from Bordeaux with their broiled steak. And a day out on the track? Now that AWDA is done with it that isn’t out of the question either. (Don’t forget that this car can compete in the Stars and Stripes race in the American Hall.)

(GT4) Mercedes SL 65 AMG

Mercedes SL 65 AMG



Power: 729bhp

Parts:
Rigidity Increase (rollcage)
Sports Exhaust
Turbo Stage 1
Sports Intercooler
Computer Equip
FC Transmission
Twin-plate Clutch
Semi-racing Flywheel
FC LSD
Carbon Driveshaft
FC Suspension
S2 Tires

Suspension:
Spring Rate: 10.0/10.0
Ride Height: 104/108
Bound: 4/3
Rebound: 10/6
Camber: 1.6/1.2
Toe: 0/-1
Stabilizers: 4/3

Transmission (set the transmission in the order that is listed):
Autoset: 22
1st: 3.340
2nd: 1.870
3rd: 1.325
4th: 1.000
5th: 0.765
Final Gear: 3.200

LSD:
Initial: 10
Acceleration: 40
Deceleration: 5

Notes:
Brabus did all they could to make an SL 600 manage 730hp and they failed. This is understandable though because in the real world semi-slick tires are not reasonable, and Mercedes traction control cannot be turned completely off. If you were to compare the actual computing power of this car you’d realize it should be able to land a man on the Moon. So in a sense this car is rocket ship? No, not really. It is more like a prostitute with a shotgun who says she’ll blow you away: you never know if that’s a threat or a business proposition. So what went into making a Brabus that is better than a Brabus? To start, AWDA used the SL 65 AMG because it has the body kit and engine displacement I wanted as well as being almost 27,000 Cr. cheaper than the SL 600 in the long run. The stock chassis just made nonsense of the 1178Nm of torque. The front and rear wheels were like kids in the back seat arguing about which way to go, and ultimately never being able to decide. With the chassis braced it can start to do something productive with that kind of torque, but the whole translation of torque to speed seems to get garbled when going around a corner. In a car that weighs more than many SUVs, the problem is that tossing the weight around in the corners more often than not overloads the front tires and creates understeer. Getting all two tons of this car around a corner gracefully is like trying to balance a hippo on a highwire. It will power side, but if you don’t tuck the nose in right before adding the power the car will simply spin both rear wheels and will refuse to turn at all. The car takes a third longer to stop than most, which makes racing it difficult, yet I decided I don’t care. Long story short, I’m mostly happy with what I’ve come up with.

P.S.
Yes this car is setup for S2 tires, and just for fun slap some N3 tires on this at some point and give it a spin. I find that I really enjoy driving some of my cars with N3s.