Forza DLC #2 Detroit Autoweek Show review:

by XboxOX360

©2010 Grant Smythe:

So here’s my review of Forza 3′s Detroit Autoweek Show DLC Pack which was released on January 12th (US). All 10 cars are covered in this review, the pack is available from XboxLive for just 400 msp, and as far as I’m concerned, these are well worth the few dollars they ask for them.

I place the cars in order of ‘my personal preferences’ with regards to which car would be the best, through to the least most desirable. Not that any are, but you get the idea. I always look for something a little bit different in my car choices within the game, and don’t always pick the biggest or the most popular. So just grit your teeth and bare with it. Better still, have your say in the comments box below at the end of the review – so long as you abide the TOU and COC, everything is fine.

I add mainly pics of real-world cars so you can get an idea of what these things look like in real life, so that when you get your greasy little paws on them, you can see just how well detailed and rendered they are in-game.

They need not be the quickest or highest horsepowered beasts, as it’s often the ‘tweaking’ of suspension and chassis that sets a car apart from the pure brutes, where horsepower exceeds drivability, and top speeds are unattainable.

If you want some tips on tweaking a little bit, you can check out the first review on the Holiday Pack, where you will find some suspension tweaks that ‘might’ suit you, and think seriously about using the Forza Calculator to help work out other tweaks for any car within Forza. But enough of this, let’s get on with what we are all here for, the cars.

You can check out the first extensive review of the DLC Holiday Pack here as well.

Testing details:

All my tests are done on the exceelnt Le Mans Circuit de la Sarthe using both the New Full Track and the Old Mulsanne for the long straight to attain highest speed.

I only drop about 1-2 bars off the tyres front and back, and have a 1- bar difference between Front and Rear . . . usually just at the very start of 19 for the front and start of 20 for the rears.

I turn off ABS, Stability Control, Auto Brake, but leave Traction Control on and run through Manual Gears and In-Car View, without exception. This gives me a much clearer feeling for any car, allows for better and more precise control of the gears, and gives the view-point that would normally be taken if in the car in real life. So let’s get going shall we?

1) 2010 Aston Martin ONE-77

• In-Game Purchase Point – 1,850,000 cr

I would have to say, without a shadow of doubt, that the Aston Martin ONE-77 (S class, PI-684 RWD) is the car of the DLC #2 pack. Some say it’s noting more than a glorified or carbon bodied DB9 or Vanquish – WRONG on all counts. Just take a look at the fully mono-framed Carbon Fibre mono-chassis and body. The only steel in this thing is in the collision areas for road safety requirements, and the few alloy body panels that need to be used for safety purposes.

There is only 77 of these being built, ever (hence the name one-77 dahh) and each one is basically hand built. Each metal alloy body panel is hand formed each panel matching up the lowest tolerances possible. The DMT inboard pushrod actuated  suspension system is all individually milled for each vehicle being built. Now that IS dedication and perfection.

As far as the in-game car goes, the entire car (bar aerodynamics) are fully adjustable out-of-the-pack, so small tweaks to match your driving style, track can be done without a single upgrade required.  The ONE-77 feels the most solid and stable of all 10 vehicles in this pack, and even better than many of its other S Class counterparts. It’s solid, sure-footed, responsive to the throttle, and has great turn-in (but could be tweaked a tad) and agility due to the close gearing. Unlike some of the other supercars where top gear is an overdrive not for performance.

It takes no time to get to top speed of 345kph, (real-world speed of 220 mph/354.067kmh have been achieved in Dec 09 with a 0-60 mph of 3.5 secs) and even at that speed, it had some grunt left in it. Shifting back at those high speeds will not see the thing grenade its self either, as 6th gears maximum revs and speed could only be gained on salt flats. Dropping back gears gives you instant access to the huge torque band that allows you to enter corners and exit them under full throttle.

Braking is very rapid, and the car handles well in both slow swooping curves and quick sharp corners such as the one on the test track (Le Man Circuit de la Sarthe’s New Full Circuit and the Old Mulsanne for the long high-speed straight). Although, do keep away from 1st, as the rev range just isn’t there for quick corners, you’re at peak redline in no time flat right in the middle of most small corners.

With the Aston Martin ONE-77, you will be flying around tracks wondering where the hell the opposition is.

Power for the ONE-77 is via a 7.0lt Cosworth modified 6.0lt V12, which now boasts a whopping 700 plus bhp and a very respectful 420lb-ft of torque – from a street driven and street registered car, albeit only 77 of them, this is some impressive stats and performance.

This is THE CAR to covet in this pack . . . And seeing that we all will never even see one in real life (unless you’re very very lucky and privileged), let alone come in contact with one, this will have to do for us would-be-supercar-owners. The lucky 77 owners of said ONE-77′s will be grinning from ear to ear once they take possession of these beasts. Take a good look through the photo gallery and say this is just a glorified DB9, I dare you. (source:)

* Mech Specs: Delivers 700+ bhp/520 Kw with 420 lb-ft/750.4 N-m of torque, weighs in at 3307 lb/1,500 kgs has a 49% front weight distribution to the front, pushed along by a 7.3 ltr Naturally Aspired V12, running through a 6 Speed true sequential automated gearbox (Paddle shifters), back to the custom differential which houses 3.54:1 gears standard.

* Drive Specs: Speed = 8.5, Handling = 6.0, Acceleration of 7.9, a Launch ability of 7.0 with braking at 6.0.

2) 2010 Audi R8 LMS Turn-Key Racer

• In-Game Purchase Point – 320,000 cr

The next on the list is a tuffy, but for me it would have to be the Audi R8 LMS Turn-Key Racer (R3 class, PI712 RWD). This is not a street car. No way. Audi have ventured into the professions DTM and LMS special race vehicle production, running off a certain number of these “turn-key-beasts” for various racing teams to fit within class specifications.

That being the case, we might not see the top speeds of some other cars, or the finer details like you would in a luxury retail (cough cough) supercar. You will find one hell of a car.

In-game this is extremely snappy and responsive and fitted with a 3.25:1 diff ratio out of the pack which gives it a top end speed on the back straight of 295kph. Sixth gear will not give you much more than what you attain from fifth, but it will hold you steady on flat ground, but drop some speed if it sis uneven or bumpy, as it the case with Mulsanne.

• Presenting the 2010 Audi R8 LMS

It’s extremely agile and pushes its self through corners with ease. If it gets out of shape,  a little off the gas, no brake and then back on, and it should be fine. Just don’t panic and slam on the brakes, as you’ll simply become an ice block on a hot plate . . there will be no stopping you as you slid hopelessly towards a barrier of fence.

Through the back corners and bends this car is brilliant. Although, the diff ratio wanted me to push for fourth in the approach to the last left in the back ‘turns, where you’d prefer to be locked solid in third and pulling/pushing yourself in and out of the turns, then snap fourth.

To see if I could wingle some more top-end out of her, I screwed the diff down to a common 3.08:1, and flew around Mulsanne again. This time, unlike the last, I could actually pull away from the pack early on, and get some distance between me and those pesky Stockcar shells who seem to think they are still driving at a NASCAR race, and tend to give you ‘ friendly little nudges’ to move you out of the way, or backend you, just to help you through corners of course.

This time the new ratio helped put some distance between us, but did nothing for the top end. In fact, due to the lower ratio, sixth gear lost speed faster, so keeping it just below redline I attained the same top speed as before in sixth, (295kph), while slipping it into sixth saw a drop immediately. But is went through the back turns solidly in third like a dream, got a bit hairy, but still pulled its self through flat and very quickly.

This R3 Class racer is not for those with slow reaction times, or jerky steering habits. But in the hands of a reasonable driver, this will prove a formidable adversary in any race in Forza 3. Overall this is a surefooted, stable,race breed vehcils that will go up a class with afew minor mods, and be very competitive in whatever class it runs in.

“The road going sportscar based on the lightweight aluminum Audi Space Frame (ASF) with its conceptual roots in racing provides the perfect basis for motorsport. Whether chassis structure, engine position, suspension or brakes – many elements could be carried over entirely from the production line or with small modifications.

Quattro GmbH takes a standard production chassis from the production line in Neckarsulm as base for every R8 LMS. After the roll-cage is fitted the R8 LMS is completed at the quattro GmbH. The Audi Hungaria Kft. production line in Györ provides the 500 hp plus V10 engine. Audi Sport in Ingolstadt assumes absolute responsibility for project development.

Like every Audi the Audi R8 LMS also guarantees first-class safety. The sportscar designed for customer sport offers exceptional active safety. The range starts with the most prominent external features, the standard lighting system with Xenon plus headlights and LED tail lights. A race ABS, the minutely adjustable traction control (ASR) and the specially tuned suspension take every demand into consideration.” (Source Audi R8 LMS Press Release)

* Mech Specs: Delivers 500 bhp/388 Kw with 530.0 N-m of torque, weighs in at 1,390 kgs has a 42% weight distribution to the front, pushed along by a 5.2 ltr Supercharged V10, running through a R10 TDI pneumatic paddle gearshifting 6 Speed manual sequential gearbox puts power into Race modified differential with 3.25:1 gears.

* Drive Specs: Speed = 6.8, Handling = 6.8, Acceleration of 7.8, a Launch ability of 7.9 with braking at 7.0.

3) 2010 Pagani Zonda R

• In-Game Purchase Point – 1,600,000 cr

The 2010 Pagani Zonda R (R2 class, PI 848 RWD) is one of the pack that most people would have believed to be at the top of the list. Well it is a R2 clsss, andit is bloody quick, but it just didn’t have the appeal that the Aston did, for me. That aside, the Zonda R is most definitely the sharpest racer of them all in the bunch this time around.

In-game the Zonda R is exceptionally responsive, the gears are perfectly matched to give you access to the torque band at all time, allowing instant response to any situation without a moment lag. It allowed me to literally scream through the entire series top turns at between 170 – 205kph, and that is fast for any corner.

It was the only vehicle that allowed me to attain anything over 300kph in the back straights and kins leading to the sharp 90 deg right-hander. And it could stop as fast as it could climb the speed ladder. A perfect match from what you would expect in a car in R2 class. It litterally pulled itself through corners without any deviation, and looked a treat in replays.

However . . . ah yes, there’s always a ‘however’ – isn’t there. One thing that had the Zonda R slip down the ranks is its extreme ‘twitchiness’ at speed in-game. I’m sure that it’s nothing like this in real-life, but as per usual, most R2 and R1 class cars are exceptionally ‘twitchy’ at speed. This can lead to some bad encounters at 345 kph when doing a slight manouver, as the vehicle over-reacts to what would normally have another vehicle simply move a few feet left or right.

But that’s the only downside to the in-game Zonda R. It looks very similar to the low-slung McLaren with the Roof-vent, rear guard air intakes and super fat rear wing, giving it a distinct profile that is remarkably similar to the McLaren.

I know I’m going to enjoy throwing this around the track, and it fits in alongside the Koeninsegg CCGT that also resides in the R2 class, two brilliant limited numeber race-built production cars available for purchase. There are only 10 of the Zonda R’s available for their discerning owners. In fact, it’s creation came from an existing 3 Zonda owner who wanted something built which had ‘no restrictions or compromises on class restrictions or performance” but still within the realms of normal safety – naturally.

The Zonda R is a engineering a pure work of art. Every detail and area carries the Pagani logos elliptical style, right down to various buttons, pinstripping, steering wheel components. The attention to continuity is extremely high. Plus the Zonda R is NOT simply a glorified, race altered Zonda F, the road-ready version which only saw 25 coupes sold by the way. Only 10% of the components from the Zonda F have been brought across to the Zonda R. The rest is purpose built from ground up including the new areodynamics and visual design.

From it’s engine the Zonda R borrows the basic architecture of the Mercedes AMG CLK GTR, including an ingenious dry sump allowing a low centre of gravity. This self-supporting engine with 750 hp at 8000 rpm and 710 Nm of torque carries a lightweight carbon fibre high- performance intake system, a racing multiple disc sintered clutch and Formula 1 style exhaust system, hydroformed in Inconel 625 and ceramic coated for optimal heat dissipation.

All this rides of a central carbon chassis which incorporates a roll cage and a rubber racing fuel tank with 4 fuel pumps and quick refuel filler like on GT race cars. The wheelbase has been increased by 47mm to offer the best stability. The front and rear subframes are brand-new, built to accommodate a new suspension geometry, produced in avional. The magnesium forged rims with central wheel nut and a quick pneumatic lifting system allows fast and effortless changes of the slick tyres. (source – Official Pagani Press Release)

This IS a race car in street trim, no luxuries here people, so move along if you want cup holder and electric window please.

The Koeninsegg CCGT was the only thing that gave me cause for concern in any race I threw the Zonda R into. Passing it was no easy task, but with some skill, and some sneaky undercutting and some rather scary out-braking (no bumper car stuff for OZ thank you very much) with no ABS. But I did manage to get past the Koni beast on a few occassions to come in first.

Use this car if you really want to build up some adrenaline – fast, because that is what it will do.

* Mech Specs: Delivers 750 bhp/551 Kw with 710.0 N-m of torque, weighs in at 1,150 kgs has a 46% weight distribution to the front, pushed along by a 6.0 ltr AMG Type V12 – M120, Mated to a 6 speed transversal manual sequential synchronised gearbox.

* Drive Specs: Speed = 8.2, Handling = 7.6, Acceleration of 8.6, a Launch ability of 7.9 with braking at 7.6.

4) 2010 Saleen S5S Raptor

• In-Game Purchase Point – 185,000 cr

One car that just sang out above the rest is the 2010 Saleen S5S Raptor (S class, PI647 RWD) which is by far the most aerodynamically looking car off the production line for a consumer car in this pack. To say the car ‘screams’ would be an understatement, and could also be taken quite literally.

The Big Block Ford 5.0lt Supercharged V8 lets you know it’s coming, and going as it swoops past your opponents on the back straights. You will certainly know if one of these babies is knocking at your back door (rear-end) and won’t need to check the mirror.

On the back long straight it was easy reaching 276kph in fourth, and topping it out at 318kph in fifth, but it loses 10k’s in sixth gear, which knocks it back down to a crusing speed of 308kph. The sound is just to-die-for. You can hear the charger veins screaming as it stuffs those pistons back and forth developing a ground-shaking 650 bhp at 6300 rpms and a thumbing big 630 lb-ft of torque at just 4400 rpm. And for a street car, that’s no laughing matter either, as it will propel you along at a rapid rate against anything in its class.

The car looks a treat, from the stylish curves that help the air keep this missile on the road, to the huge rubber getting the horsepower down to the ground. It comes in any colour you want, so long as it’s “Yellow Gold” – simple really. A bit like old Henry Ford’s original Model T’s, which were “available in any colour” as Henry said, “so long as it’s black”. It looks like a raptor should do. Downright mean and nasty. Just as if it would hunt down anything in its way that was in front of it, attack and devour it with great speed, and then leave swiftly, leaving very little in its wake to let anyone know it was even there in the first place.

In-game the car feels solid, but if you have a touchy finger on the control pad or wheel, you’ll find the nose wanting to get a little out of shape on some corners, and get a little slap-happy with the rear end in ‘certain’ situations. It just takes a lap to get the tyres hot, but dropping 1 bar (a few lbs) off the tyres will help them get hot faster, yet retain their proper pressure when hot. Gives you that little more control and grip.

It shot through the back turns, and it was easy to have it at ‘the edge’ through that section. Braking was fine, and a gentle finger on the brakes (un-assisted) gets this beast to a stop, or slower for corners in no time at all. It really is quite well balanced.

The motor is the highly powerful Supercharged S7 based big block Ford V8 similar to the one used in the Saleen Sterling Edition S302E, and churns out a whopping 650 lb-ft or bhp which will definitely sit you back in your seat, post haste. It’s mid-mounted in the aluminium-monocogue frame, and has been completely built from ground up. So it’s not just a Mustang with a new set of cloths.

The light weight composite body and the alloy chassis rest on 4 twin wishbones suspension sets,  which help get the power down and keep the beast on the tarmac through some awesome 20″ Forged Aluminium Wheels and Pirelli Rosso tyres (275/35 VR20 F/ 315/35 ZR20 R) and sports all the finer comforts expected in a high dollar luxury supercar. You’ll notice the suspension rise at each gear change, and actually feel it being propelled along, but also notice that it stays where it should do, on the track

It gets some of its styling from to  great cars such as the Chaparral and McLaren, with a little pinch of Lotus thrown in for good measure, which is evident in the low-slung from and high -peaked front guards. While the looks could kill, it is matched upp by its actions, so do not be deceived when playing against other on Xbox Live when they front with one of these in S Class.

While it did get a little out of shape on a few corners, it jumped back in-line smartly, and almost without fail, left a little tell-tale twitch of rubber at most corners, but never went up in wheel spin. There are a few tweaks that could be done for slightly better in-game fun, but those aside, this is a pleasure to drive and a formidable car to have on your side when in the right hands

* Mech Specs: Delivers 650 bhp/485 Kw with 630 ib-ft/854.0 N-m of torque, weighs in at 1526 kgs has a 44% weight distribution to the front, pushed along by a 5.0 ltr Supercharged, Mid-Engine (Longitudinally Mounted) V8, running through a close ratio 6 Speed paddle or shift gearbox to an independent split wishbone rear assembly.

* Drive Specs: Speed = 7.5, Handling = 6.0, Acceleration of 7.8, a Launch ability of 7.2 with braking at 6.0.

5) 2009  Lotus-2 Eleven

• In-Game Purchase Point – 66,000 cr

With the Lotus-2 Eleven (A class, PI 572 RWD) in your garage, you can expect to have a great deal of serious racing ‘fun’. It is certain;y NOT the fastest in its class, that’s for sure. It was a bit humilating dragging along the back straight, gaining a top speed of just 245kph, and having all the other 7 A class cars hurtle past me at a great rate of knots. But vengence was mine.

As the bigger beasts were braking to stop themselves smashing into the fences, I slipped up fast, took two of the tail-enders in the first right hander, then another in the back straight, Then cam the next set of turns, again, out braking and being much more agile in turns, slipping past another two, leaving just two more to contend with.

As they began their line through the back turns, I slipped past one, and then the other on the very last right hand bend exiting the back turns, then speed off to the last set of “Esses” before entering the main straight. Same thing happened again of course in the l=next lap, but I was far enough ahead by that time to only have 4 cars jump past me. Then snatched pack those first three, and managed to nab first place only in the very last “S” approaching the final finish straight under braking.

Now that IS pure racing fun. Underpowered, out numbered in cylinders and brute horsepower, out gunned in torque and high-end performance, yet can still pull a respectful 0-60 in 3.8 sec (estimated), the Lotus-2 Eleven showed what it was really made for where it mattered, in cornering, braking and handling. Which after all is what real racing is about.

The one we have here is the Road Version, as there are two available, the other is race only, and sports a single FIA approved racing seat, no headlights, (has rear lights) split front air damper and fully adjustable single plane rear airfoil.

The Lotus 2-Eleven’s engine sport is the supercharged and intercooled 1796 cc engine block which has a maximum power output of 255 PS (252 bhp / 188 kw) at 8000 rpm and a torque figure of approximately 242 Nm (179 lb/ft) at 7000 rpm. This significant amount of extra power and torque now available together with the VVTL-i variable cam system ensures that there is a smooth and linear surge of power from low engine speeds all the way to the maximum 8000 rpm.

The Roots-type Eaton M62 supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine’s oil) is run from the crankshaft and has an integral bypass valve for part load operation. Four high capacity injectors and an up rated fuel pump add additional fuel under hard acceleration or high speed driving

The transmission is A sports-type clutch plate and heavy duty clutch cover transfer the engine power and torque to the lightweight aluminium C64 six-speed gearbox (with an aluminium casing) – with the same perfectly spaced ratios as the Exige S. An open type differential is fitted as standard. The Lotus switchable Traction Control System (LTCS) works through the engine, reducing power to maintain traction; it is active above 8 km/h (5 mph) and reacts much more quickly than many brake-based systems.

Chassis & Integral Safety features are a unique high-sided variant of the Lotus Elise lightweight chassis structure featuring epoxy bonded aluminium alloy extrusions with modified Exige S based running gear. A strong, stiff package which features a comprehensive safety system with a glass fibre reinforced composite front crash structure allied to a high sill chassis for side impact protection. Additional chassis safety features include an FIA compliant 6-point rollover structure with integral harness mounts and lightweight galvanized steel rear sub frame incorporating a further crushable structure.

All this rides on a fully independent suspension utilising unequal length wishbones; Öhlins 2-way adjustable dampers with coil over springs and Lotus Sport adjustable front anti-roll bar. A rear double shear track control arm brace is provided to cope with the expected kerb abuse during heavy track day driving, with unique steering arms and front upper wishbones to suit ultra-low ride height.

This super light package is brought to a stop via 288 mm cast iron cross drilled and ventilated discs, upgraded Pagid RS14 sports brake pads set into the brake calipers (aluminium alloy AP Racing 2-piston at the front and Brembo single sliding piston at the rear), high grade silicone brake fluid and stainless steel braided hoses.

Basically, a race breed 4 cylinder that can mix it with the big V10′s and V12′s. Now this is what real racing is about. Most petrol-head wanna-be racers will chose the bigger cars over this 1.8lt insect. But like Golith, they will come tumbling down when they meet up with one of these as an opponent on the track in-game. Mark my words on that one, it might even have OX in at the wheel, so you have been warned.

* Mech Specs: Delivers 252 bhp/188 Kw with 179 lb ft/242 N-m of torque, weighs in at 1,447 lbs/670 kgs has a 38% weight distribution to the front, pushed along by a 1.8 ltr Roots-Type Eaton Supercharged 4 cyl, backed up by an  Alloy C64 6 Speed manual gearbox which gets the power to the independent rear assembly.

* Drive Specs: Speed = 8.2, Handling = 5.2, Acceleration of 6.0, a Launch ability of 6.1 with braking at 5.1.

6) 2010 Porsche Boxster ‘S’

• In-game Purchase Point – 42,000 cr

Ahhh, finally, the cute little 2010 Porsche Boxster ‘S’ (B class, PI 447 RWD) which is not to be confused with the 2010 Boxster Spyder – which is ‘very’ similar, but much more distinctive than the “S” model Boxster. This was similar to drive as the Lotus-2 Eleven insofar as that it behaved beautifully, was very responsive and managed any corner without the slightest hesitation.

Gearing was close and allowed great power usage through the back end of Old Mulsanne, while it wasn’t as nimble up the longer straight, it did manage to stay ahead of the pack, pulling a 268 in fifth before slipping into sixth and attaining a maximum of 280.

Pushing this thing around is just pure fun, big time, you just want to do a long haul with this and it would be excellent in the Endurance races for its class. So make sure when you do that section of the Season Mode, chose this one to get you through the 20 odd laps. It doesn’t tire you out, allowing you to concentrate on keeping the line’, which the Porsche Boxster S will do just nicely.

While I’m not a huge fan of Porsche (yes, there are those of us that do not like them, go figure), and have found them a tad difficult to deal with in some Classes in both Forza 2 and Forza 3, this one breaks that mould, and allows anyone to have access to a car that will do just what it is designed to do, win races in its class. I can’t say what it would be like once you start tuning it and moving it up the class ranks, but Porsches require different tuning than most other cars, so allow the Auto-Upgrade to switch Classes for you, adding or taking the right components for each clase, and setting suspension settings for you.

The highlight of the new generation Boxster ‘S’ is the six-cylinder boxer engine is developed as completely new power unit from the ground up, displacing 2.9 liters in the normal Boxster and 3.4 liters in the Boxster S, which we see here in-game. Indeed, these engines belong to the same family as the particularly efficient power units introduced only recently in the 911 model series. So it’s definitely no slouch.

“The new “basic” engine now develops maximum output of 255 bhp (188 kW) at 6,400 rpm, which is up 10 bhp over the previous model with standard Boxster’s 2.7 liters capacity. Featuring Direct Fuel Injection, the six-cylinder in the Boxster S churns out 15 bhp more than before, now offering 310 bhp (228 kW), again at 6,400 rpm.

Clearly, this gives both roadsters a truly outstanding power-to-weight ratio, each horsepower in the Boxster now required to move only 5.2 kilos or 11.5 lb, while on the Boxster S the power-to-weight ratio is even better at 4.4 kg/bhp or 9.7 lb. But that is not where the changes stop, with a new and unique transmission system known as the PDK, which is explained in detail below.”

“Both Boxsters are now available for the first time with the Porsche-Doppelkupplungsgetriebe or double-clutch gearbox derived from motorsport and replacing the former Tiptronic S transmission. PDK comes with seven gears and is made up of two transmission units each connected to the drivetrain through their own clutch.

One transmission unit comes with gears 1, 3, 5 and 7 as well as reverse gear, the other comes with gears 2, 4 and 6. Gears are shifted very fast, with supreme smoothness and without the slightest interruption of traction, the clutch on one transmission unit opening up and the clutch on the other transmission closing at exactly the same time for an ongoing flow of power.

This entire process takes place automatically in selector lever position D, while the driver is also able to shift gears manually via paddles on the steering wheel or with the selector lever in the middle. In each case the process of disengaging and engaging the clutch is fully automatic, without requiring any intervention on the part of the driver. PDK improves not only motoring comfort, but also allows even better performance and greater fuel economy than on the manual gearbox models. As a result, the Boxster S, benefiting from the uninterrupted flow of power, accelerates to 100 km/h or 62 mph in 5.2 seconds, the Boxster completing the same exercise in 5.8 seconds. ” (Source Porsche 2010 Bosxter Press Release)

There’s a lot to be said about the new Boxster/s, and we have been given the chance to have some serious fun-in-the-sun with the Boxster ‘S’ model via Forza 3 Motorsports. So bust out the new DLC pack, and get cracking around some tracks.

* Mech Specs: Delivers 310bhp/228 Kw with 360.0 N-m of torque, weighs in at 1420 kgs has a 46% weight distribution to the front, pushed along by a 3.4 ltr — flat six, through a 6 Speed Gearbox.

* Drive Specs: Speed = 8.5, Handling = 8.7, Acceleration of 9.0, a Launch ability of 7.8 with braking at 8.6.

7) 2010 BMW M6 Coupe

• In-Game Purchase Point – 90,000 cr

The 2010 BMW M6 Coupe (B class, PI 455 RWD) is another fine example of BMW’s best luxury saloons. But like all saloons, it suffers from weight problems. And so would you if you weighed in at a solid 1,859 kgs on a good day. It proved to be rather long in the tooth gear wise, and the gear change to speed markers did not allow good times or passage through the back turns.

It was either too long for it to be in third for the approaching corner, requiring a up-shift, only to have it knocked back down moments later, loosing your powerband, as the rev range just was not there at the change-over point. It did excel in top end speed though, allowing to attain a solid 268kph in fifth gear, before slipping it into sixth to then cap out at 300kph in the last leg of the long straight on Old Mulsanne.

Remembering that Le Mans straights are NOT flat,and contain two gradients and several hip-hop bumps which can shed a few kph, or allow an over rev if not careful. With the last segment being slightly downhill, accompanied by a slow swooping right-hander before reaching yet another slight right bend that leads into the sharp 90 deg right heading off to the back turns.

Yes, it;s heavy, yes it’s not all that good in corners, yes it feels like a big of a tank, but it is a luxury car, and we need to remember that. If you do the right thing to get this car into a better class, shedding some weight, having it sit lower and giving it a greater foot-print with some wider and taller tyres, then you’ll be on your way to a decent mid range class racer.

Forza 3 Motorsport is about racing, not having every model of every make available to the consumer in its line-up. So some of these luxury cars can be turned into a decent beast, if you know what you are doing, and have the time to play around with settings. It does lend its self to some decent paint schemes, as the body has some great lines, and combination of flat-ish panels for great artwork to be shown off.

With a 500-bhp 5.0L V-10 and a 7-speed SMG (Sequential Manual Gearbox), the M6 can launch you from 0-60 mph in 4.5 seconds on its way to a electronically limited 155-mph top speed. BMW offers three different engine performance settings: P400, P500, and P500 Sport. The SMG has 11 transmission calibrations to handle any driving conditions. The DSC (Dynamic Stability Control) system is tuned to allow more aggressive driving before it intervenes.

To help save even more weight, which you do need to do in this luxury car, the M6 has a carbon-fiber roof & bumper supports, as well as a thermoplastic hood and fenders. Exterior upgrades include a unique air dam, rear diffuser, and quad rear tailpipes. With its intimidating combination of power and style, the M6 is a GT coupe without peer. Not a lot has changed between the previous model and the 2010, but just enough to make a difference where it counts, power, stability, performance and reliability.

Haymann M6 Special

So while it might be something of a tank, with some trimming for racing purposes, you will end up with something that will most definitely have others looking over their shoulders as you approach them from behind very quickly. Butbasically, just have some clean fun with it.

* Mech Specs: Delivers 500bhp/373 Kw with 520.0 N-m of torque, weighs in at 1,859 kgs has a 53% weight distribution to the front, pushed along by a 5.0L dohc 40-valve V10 with Double-Vanos variable cam phasing and lift on all camshafts, which runs through a 7-speed SMG (Sequential Manual Gearbox).

* Drive Specs: Speed = 7.3, Handling = 5.2, Acceleration of 5.8, a Launch ability of 6.0 with braking at 5.0.

8) 2010 Corvette Grand Sports

• In-Game Purchase Point -60,000 cr

The 2010 Corvette Grand Sports (A Class PI 543 RWD) was going to be “my Car Of Choice”, until I drove it. In-game this one feels heavy, yet remarkably handles really well. BUt it did not warrant being placed in the top five of the pack.

Somehow you would expect a little more from an “A” class vehicle. Well I certainly do, and this one just did not deliver the goods in certain areas in this class. Do not get me wrong. Yes, it certainly looks great, and many Chevy fans will no doubt be honking their horns crying “foul” . . Yes, it most definitely handles really well and can accelerate through many corners without any wheelspin if handled right.

It’s not all that bad though, and does have some really good qualities, and can get around the track in a decent manner. As it does deliver a nice wackingly big 325kw’s of power that generates 580.8 N-m of torque. Which is no small effort for any car really.

Overall though, in-game the car did do quite well, it certainly handled the top speed nicely, but keep away from sixth. It’s a passion-killer. I attained a substantial 267kph in fourth, tapped out at 312 in fifth, but sixth saw an instant drop down to 302 and dropped slowly from that at any resistance whatsoever. It braked really well from the high speeds using both gears and light brakes to stop lock-up, and then powering on earlying the corners to drag the car around and out of the corner very nicely. Which helped pull away from anything close by.

In the back turns it roared through them in third with it just wanting to clip into fourth at the very last swooping left, but you needed to be in 3rd to enter and exit that corner without going and hugging the fence. So judging when to slow down a little to get the legs to do it took a lap or two. On the second lap around, as with all the cars, it took corners and bends much better due to tyre heat and traction. So no matter what you drive in-game, don’t try and win the race in the first lap. All you will do is constantly end up in the brushes and be picking needles out of your cloths.

“The complete list of content for the Corvette Grans Sports plus special features includes:

• Wider front and rear fenders – including specific front fenders with integrated Grand Sport badges
• Z06-style front splitter and tall rear spoiler
• Functional brake ducts and extra cooling
• Unique 18-inch front and 19-inch rear wheels; painted finish standard and chrome finish optional
• Large 275/35ZR18 tires in front and 325/30ZR19 tires in the rear
• Z06-size brakes, including 14-inch (355 mm) front rotors with six-piston calipers and 13.4-inch (340 mm) rear rotors with four-piston calipers
• Specific manual transmission gear ratios
• Specific rear axle ratio on automatic-equipped models

“The new Grand Sport combines the Corvette’s LS3-based powertrain with unique, wide-body styling and a racing-bred suspension for a distinctive model that delivers a great balance of road and race track performance. It is offered in both coupe and convertible body styles, with either a six-speed manual or six-speed automatic transmission. The LS3 6.2L engine is rated at 430 horsepower (321 kW)* and 424 lb.-ft. of torque (575 Nm)* with the standard exhaust system. An optional two-mode exhaust system elevates the power ratings to 436 horses (325 kW) and 428 lb.-ft. (580 Nm)”.

“The Grand Sport replaces the Corvette’s previous Z51 package and brings a greater degree of handling performance, with wider wheels and tires; revised shock, stabilizer bar and spring specifications; and specific gearing. The equipment enables cornering capability of 1.0 g, as well as a 0.2-second improvement in 0-60 acceleration vs. standard LS3-powered models.
Grand Sport coupe models equipped with the manual transmission are uniquely outfitted for race track competition, too, with a dry-sump oiling system, which helps keep the center of gravity down, plus the addition of a differential cooler and a rear-mounted battery.”

“With its special equipment, the Grand Sport offers a unique blend of performance and amenities. Its suspension package approaches that of the Z06, but includes a removable roof on coupes (Z06 has a fixed roof) and, of course, the availability of a convertible body style. Also, the paddle-shift six-speed automatic transmission is offered, while a manual transmission is the only choice with the Z06.

All of Corvette’s exterior colors are offered on the Grand Sport, and an available Heritage package adds iconic front guard hash marks are offered in four colours, as well as the neat two-tone seats that come with unique Grand Sport embroidery. The Grand Sport can be ordered with 1LT, 2LT, 3LT and 4LT trim packages, too.”(source GM Press Release)

* Mech Specs: Delivers 436bhp/325 Kw with 428 lb-ft/580.0 N-m of torque, weighs in at 1,502 kgs has a 51% weight distribution to the front, pushed along by a LS3 6.2-liter which is normally aspirated, with the huge power being feed back to a specifically ratioed 6 Speed gearbox and LSD differential.

* Drive Specs: Speed = 7.5, Handling = 5.7, Acceleration of 6.7, a Launch ability of 6.6 with braking at 5.5.

9) 2010 Audi S4

In-Game Purchase Point – 155,000 cr

I was kinda hopping that the 20o0 Audi RS6, (C Class, PI = 391 AWD) which I presumed would be not only a pleasure to drive in-game, but would also deliver some outstand performance, given its real-world technology and specs. I was sadly mistaken, hense it’s position so far down the list of OZ’s Top In-Game Performers.

If you want a great all-rounder, then this is not it, stick with the slick 2010 Audi S4.

In-game it showed promise off the line, doing the usual Audi thing of launching right off with little or no wheel spin, no matter how deep you held the throttle. The Audi just launches like a drag car, jumps in front of anything in line with it, and propels itself straight ahead. But that’s where it ends.

With such a short first gear, and hiogh diff ratio, first gear is not very usful in corner, or anything really apart from starting off from almost scratch. It peaks and revs out at 60kph, which is nothing in racing terms. And Forza 3 is about racing after all, not crusing. While it does boast some nice top end times, grabbing a nice 242kph in fourth gear, slipping it into fifth will take you to a whopping 318kph, probably more on a dead flat road, it then drops immediately down to almost 300, and then levels out at 306kph.

Showing thatthe cars weight, even though built of alloys, carbon fibre and other weight saving materials, just doesn’t give the heavy slaoon enough momentum to keep that speed up, especially if there’s the slightest bit of resistence.

Attacking corners was an anti climax, as no matter how I approached most corners, there seemed to be some sort of ‘flat-spot” or limiter with acceleration. I think it is simply a glitch, but we are evaluating the in-game car here, not a real world one, so that’s all I can really comment about. I tried a new game, a new car, closed thegame, re-chose the car etc, but it was still the same.

This applied in the back turns and any of the major turns actually, hampering good acceleration and pull through bends and corners. WHile you could feel the huge torque, you just didn’t seem to be able to access it. Perhaps a bug-fix might rectify this, I certainlyhope so. As the car has huge in-game potential, it just doesn’t deliver it as it is. Shame really, as it looks a treat, and sports some high-tech changes from previous RS6′s in the past

“The engine of the new Audi RS 6 is a high-tech work of art. The 4,991 cc V10 bundles a number of Audi`s race-winning technologies – FSI direct fuel injection, dry-sump lubrication and two turbochargers. With up to 1.6 bar of boost pressure, these provide smooth, powerful thrust and an incomparable power band: The peak torque of 650 Nm (479.42 lb-ft) is available from 1,500 to 6,250 rpm and thus nearly over the entire rev range. Peak power of 426 kW (580 hp) is generated between 6,250 rpm and the maximum figure of 6,700 rpm.

With a power-to-weight ratio of 3.4 kilograms per hp, the Audi RS 6 performs like a supercar. It catapults to 100 km/h (62.14 mph) in 4.5 seconds on its way to an electronically-limited top speed of 250 km/h (155.34 mph), which can be optionally raised to 280 km/h (173.98 mph). The V10 responds immediately and spontaneously to the throttle, and is very smooth while accelerating with a powerful roar.

The engine`s power flows through the six-speed tiptronic, one of a new, dynamic generation of Audi automatic transmissions. Its reaction time has been reduced to one tenth of a second, shift time has been halved compared to units used in other models and transmission ratios are short. The driver can also manually change gears either using the shift lever or the paddles on the steering wheel. The tiptronic transmission transfers the power to an extremely sporty, rear-weighted quattro drive train.

The technology bundled into the suspension of the Audi RS 6 guarantees an amazing performance experience. The front axle features four lightweight aluminum control arms per wheel, whose elastokinematics have been designed for particularly sporty performance. The characteristics of the speed-dependent servotronic power steering were retuned and the steering gear ratio is a direct 12.5:1. The rear suspension kinematics have also been modified.

The development engineers have also deployed an exclusive damping technology: Dynamic Ride Control DRC reduces pitch and roll using purely mechanical means. Hydraulic lines and valves connect diagonally opposed pairs of shock absorbers. When cornering, the flow of fluid to the damper of the compressing outside front wheel increases, providing firmer support and reducing roll. When combined with the sports suspension plus, DRC offers a choice of three selectable damper settings – sport, dynamic and comfort – which can be activated via the MMI.

The electronic stabilization system ESP offers maximum driving fun with uncompromised safety. Its relatively high activation threshold encourages a dynamic driving style. It offers a Sport mode and can also be deactivated entirely.

The new Audi RS 6 rolls on 19-inch alloy wheels shod with 255/40 tires. Up front, six-piston fixed aluminum calipers – painted black and decorated with RS badges – clamp down on 390 millimeter brake disks. The rear brake disks measure 365 millimeters in diameter. The rear axle features single-piston floating brake calipers. The floating steel disks feature large cooling ducts and axial perforations for enhanced performance and less weight.

9.5J x 20-inch wheels are offered as an option. These allow the use of a ceramic brake system. The 420 (front) and 356 (rear) millimeter disks weigh a total of 12.2 kilograms (26.90 lb) less than the steel disks. The calipers – up front with eight pistons – are painted anthracite and labeled “Audi ceramic.” (source Audi Press Release)

All of which sounds great, but in-game, just does not deliver, and that’s what we are here to discuss and review on. So sadly, it’s sits at 9/10 on OZ’s Top 10 Performance List for this DLC.

* Mech Specs: Delivers 580bhp/426 Kw with 479.42650.0 N-m of torque, weighs in at 1,985 kgs has a 59% weight distribution to the front, pushed along by a 5.0 ltr FSI Injected & Twin Turbocharged V10, using a 6 Speed selective gearbox back through the excellent Audi rear suspension system.

* Drive Specs: Speed = 7.9, Handling = 5.3, Acceleration of 5.6, a Launch ability of 7.3 with braking at 5.3.

10) 2010 Shelby GT500

• In-Game Purchase Point – 50,000 cr

Well it is sad to say, but the 2010 Ford Shelby GT500 (B class, PI 460 RWD) is the sad puppy that comes at the back of the second of the official post release Forza 3 DLC pack. And for some very good reason I might add. Now all the Ford die-hards just sit still for a moment. I do not hate the great marque, nor do I have it in for the GT’s. Personally I think they are an excellent breed, and have produced some awesome and inspiring vehicles.

But unfortunately, as far as an in-game racer is concerned, this is NOT one of them. It feels heavy, gets light on in the front end, and is in obvious need of some suspension tweaking in-game. While it is a beautiful looking DOHC big block supercharged V8 wonder. All that power generated just is not getting to be used efficiently in-game in all gears when it needs to be.

The gearshift changes drop way too much and you seem to miss the tourqe’s power-band. And whatever you do, don’t try the eco-fifth and sixth gear. As these are pure overdrives, and will give you no pleasure is attacking straights or long hard bends. In fact, you will shed speed faster than you can gain it.

The car looks a treat, that’s a give, and it sounds beautiful. The engineering on the car is fautless in its undertaking, but there is something very missing from this beauty. It’s weight is a killer, and it’s older ‘style’ of suspension does seem to hold it back against similarly powered independent suspensioned vehicles that have the ability to huge the road more.

The Ford Mustang Shelby GT500′s 5.4L Dual Over Head Camshaft V8 makes use of a similar supercharger and intercooler setup as the 2009 models which made 500 horsepower and 480 lb-ft of torque.  However, using tuning adjustments that Ford’s Special Vehicle Team (SVT) developed when building the 2008 GT500 King of the Road, the 2010 GT500 makes a whopping 540 horsepower and 510 lb-ft of torque.

As mentioned, the 6 Speed gearbox is the same as use in the 2009 model, and still retains the original ratios for 1 – 4th gear, but changes from 0.80 down to 0.74 in fifth and from 0.63 down to 0.50 in sixth. which is designed to save fuel. But designed for very good race purposes. Combined with a Ford Detroit 3.55:1 Limited Slip Diff, it does handle the displacement of power well, especially in the lower gears.

There’s not a huge amount of changes from the 2009 model, but there is enough to make this one different and desirable for the enthusiast and diehard Ford lover. The whole thing rests on specially forged Aluminum 19″ wheels wrapped in Goodyear F1 Supercar tyres which were specially crafted for the 2010 Shelby GT500

I’ll certainly have this in my stable (pun intended – if you don’t get it, then you’re obviously not a Ford fan), but I’ll be doing some tweaking with it to make it more competitive in-game. Brakes need attention as it can get a little crossed up under hard non-assisted braking if you’re not careful. In the real world, it probably a monster, but the transition from RL to In-game lost something along the way. Not a lot, but you will notice it when you take it for a spin when you get the pack.

* Mech Specs: Delivers 433 Kw with 692.1 N-m of torque, weighs in at 1,777 kgs has a 58% weight distribution to the front, pushed along by a 5.4 ltr DOHC Supercharged Big Block V8, running through a SVT modified 2009 6 Speed gearbox back to a live rear axle assembly running 3.55:1 gears.

* Drive Specs: Speed = 7.3, Handling = 5.0, Acceleration of 6.0, a Launch ability of 5.4 with braking at 4.8.

OZ’s overall report on Forza 3′s DLC #2 Detroit Autoweek Show Pack.

Overall the Holiday Pack is well worth the 400 points they are asking for it, and when you do get into the new cars you’ll really enjoy the fun that can be had with this game.

Cars are a personal thing. While I might like certain aspects of one car, you may hate them, or visa-versa. That does not make either of us wrong, it simply means we have a different experiences of the same thing, which is true of all things in the world, with no exceptions. So go easy on my thoughts, as they are how I found the cars after several goes around a few track with each vehicle all at flat out speeds against some hardened AI drivers.

Stick yourself in the hot seat, give the Detroit Autoweek Show Pack a fling, and let me know how you find the cars, as I’d love to have your feedback on the cars in any of the packs, not to mention any within Forza Motorsport 3. For now though, go grab the download, sharpen up your controller skills, or wheelmanship, and get down-n-dirty with the ten beautiful beast.

You will not be sorry you did, that is for sure.

Here are some other Forza 3 articles here in OXCGN. Just make sure you check out the extensive list of over 30 articles dedicated to the title, all of which makes for some solid reading for racing fans young, and old.

• Jalopnik & Turn 10 Car Pack DLC#4
• Last Month DLC #3, The Nurburgring Grand Prix Pack
• The Detroit Autoshow Car Pack DLC #2
• You can check out the first extensive review of the DLC Holiday Pack here as well.
• OXCGN’s Huge Forza 3 Page, over 1500 comments.
• OXCGN’s Forza 3 Career Guide with downloadable Achievement PDF spec sheet.
• OXCGN’s Career Guide Number 1. More downloadable stuff and lots of tips.

Check the huge page for a long list of pages on specific cars, tracks and details about Forza 3.

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