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.
29 June 2009
12 June 2009
(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.
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.
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.
06 June 2009
(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:
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:
05 June 2009
(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.)
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.
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.
04 June 2009
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