Forza DLC #4 Jalopnik Car Pack Review:
Or OZ’s Forza 3 Auto-Reviews & Top Ten Line Up Awards
©2010 Grant Smythe:
Perhaps one of the most exhaustive and detailed Forza 3 DLC reviews on the net . . .
Another month, and more DLC from the guys at Turn 10. This time the long awaited Jalopnik Car Pack, first of a series of packs coming from Turn 10 and Jalopnik through their collaboration within Forza 3, and hopefully beyond (Forza 4 anyone??).
And at the cost of just 600 MSP, it’s not bad value actually, especially when thrown up against the 400 MSP they ask for with the Nurburgring Grand Prix track for just 2 ribbons at 400 MSP.
There has also been released a VIP Car Pack recently, which has 5 vehicles which I will detail separately in a few days time. It’s price of 800 MSP is not too bad, considering that besides the 5 VIP Members cars you get, you also get around 10 various “Turn 10 Gift Cars” which are special ‘one-off livery schemes’ done by the Turn 10 crew, as well as one-off cars that are also worked into the Seasons and Event List.
In the Jalopnik Car Pack this time however, which is what this review is about, we’ve been graced with not only some super quick rides, but also one car that will never see production of any kind, and was actually built using some *secondhand components, but more on that one as we get into the detailed review on the Forza 3 DLC #4 Jalopnik Car Pack #1, the first of several Jalopnik Car Packs heading our way from Turn 10 and Jalopnik.
Some gamers expect the fastest looking cars to be – well – the quickest and most powerful, to have the highest horsepower, biggest motors and all the bells and whistles to make them the king of the track.
Well in fact, this is not always the case, and as we see in this pack, is how a small 2.0 ltr 3 cylinder car, with just 278 lb-ft or torque can deal a deadly blow to many a V8 Corvettes, V10 from the Dodge Vipers and even the formidable V12′s of the Lamborghini’s, McLaren’s and Ferrari’s.
And then there’s what looks like some modern day egg style car that you’d could be rightfully mistaken for thinking it was in the wrong pack and simply managed too get off the wrong highway exit on the way to the shopping mall and ended up in this High Powered car pack.
Not too mention a luxury car that you’d be glad to have to cruise around in and take the family to the shops (cough), but not be too scared to give it a ‘a-solid-squirt’ every now and then to impress the ladies, especially knowing that under the hood rests a monster, race proven V12 that delivers a whoopingly huge 470 bhp with 442 lb-ft or torque (more than the 2010 V12 Vantage), all in a big, 4470 lb heavy 4 door sedan with all the extras thrown in for good measure.
What are these cars? How do they perform in-game?, What will they cost you in in-game credits? What do they perform like In-Game?
Go grab a coke (or beer if you’re old enough), sit back, munch on some Doritos (I prefer Twisties, but hey, that’s me), throw on some decent motoring music and lean back and read on for OXCGN’s usual, well detailed review of Forza 3′s DLC packs and to also find out OZ’s Top Ten Line Up Awards.
You can even download the whole review via our downloadable PDF which we’ll be adding from now on for your convenience. Hey, why sit stuck to the computer when you can printed it out and read it while playing the game in the loungeroom on your big 46″-50″ Plasma or LCD TV.
In our Forza 3 DLC reviews you will also find a mix of both in-game experiences and in-game specs, as well as real-world images and specs. We do this just so you know where Turn 10 get their details from, and just how meticulous they can be when reproducing these great, and often scarce vehicles within Forza 3.
I now call this “OZ’s Top Ten Line Up Awards“, and while your choices might be different, and that’s fine, don’t take my choices as gospel and simply see the list as an expression of my thoughts. Perhaps they will gain some acknowledgement among the Forza Faithful one day, who knows?.
You can check out the first extensive review of the DLC #1 Holiday Pack or the DLC #2 Detroit Auto Show Pack right here as well, and the not so happy encounter with the Nurburgring DLC #3 Pack released in February.
• OZ’s Testing details:
All my tests are done on the excellent Le Mans Circuit de la Sarthe using both the New Full Track and the Old Mulsanne for the long straight to attain highest speed and the Bugatti Short circuit with its twists and turns more suited to motorbikes than cars, but really do test the cars cornering and braking abilities.
I only drop about 1-2 bars (1.5-2.5 lb psi) off the tyres both front and back, and have a 1- bar (2lb) difference between front and rear settings . . . usually just at the very start of 19 bars for the front and start of 20 bars for the rears (or 26.5 psi F & 28.5 psi R). You want them just low enough to gain a slightly better grip, and let you know (hear) as they begin to lose grip, as they will increase in pressure as they get hotter and thus adhere more to the track in corners.
I also turn off ABS, Stability Control, Auto Brake, but leave Traction Control, and “braking-only” line on and run through Manual Gears (no-clutch) and via the In-Car View, without exception. This gives me a much clearer feeling for any car, and allows for a better and more precise control of the gears, plus gives the view-point that would normally be taken if in the car in real life. You hear and feel every bump, ripple-strip, and run-off in this mode, it’s worth getting used to. Besides, are you men, or boys?
You will gain much more of a ‘feel’ for the cars, and come to understand the idiosyncrasies of each cars handling and power as you accelerate and brake.
The cars are always tested using a standard Xbox 360 controller, not a wheel, so as to make the evaluation a fair and uniform one, as most players have a controller rather than a wheel set-up in their home, so we will be sticking to the controller for all tests, now and in the future.
So buckle-up, and let’s get going shall we?
The lineup of of cars includes the following ten vehicles.
And OZ’s Top Ten Line Up Awards.
- 2008 Mazda Furai
- 2009 #40 Robertson Racing Ford GT
- 2010 #33 RSR Jaguar XKR
- 2010 Aston Martin V12 Vantage
- 2010 Aston Martin Rapide
- 2010 Audi TT RS
- 2010 Honda Civic Type R Mugen
- 2011 BMW Z4
- 2010 Porsche 911 Sport Classic
- 1992 Bugatti EB110SS
1) 2008 Mazda Furai (風籟 Fūrai?) (one-off concept vehicle)
“R2″ Class (PI840) RWD
• In-Game Purchase Point -350,000 cr
This is perhaps one of the most sought after cars on the motoring show circuit. The Mazda Furai (風籟 Fūrai?) is a one-off concept car and has been known since being announced back in 2007, and then finally revealed in 2008 at the American International Auto Show in Detroit to a gobsmacked crowd. The word Furai is pronounced ‘foo-rye’ – and Japanese for ‘sound of the wind’.
It is the fifth and the very last of the Mazda Nagare line of concept cars that have been under conception since 2006. When I said earlier that one of the cars in this pack was made from ‘some secondhand parts’, this is the one. Well I wouldn’t really call them secondhand per-se, but they have used one of the Courage C65 chassis that earned its racing stripes during two seasons of the LMP-2 endurance races during the American Le Mans Series (ALMS).
While I can say the sound of it certainly is not anything like the “Sound Of The Wind”, it’s more like a very angry Borneo Rain Forest mosquito that’s trying to lift you off the bed on a steamy night than anything else. However, I will say this right now, that it is perhaps the ‘smallest of the R2 class cars’ when it comes to both foot-print and physical size and also powertrain.
In-game the car handles exceptionally well. While top end speeds suffer somewhat, and it seems as if it could do with a final gear (has a 6 Speed Gearbox), with speeds topping out at 145 mph in 5th and finally peaking at 175 mph in 6th gear. Perhaps a taller gear than the 4.30:1 they have in it off the bat could help give it some legs, but you need to tread carefully when playing with gear ratios, as they can sometimes slow you down rather than speed you up.
The ratios are extremely close, much like a Formula 1 racing car, and you’ll need to be mindful of gear changes quickly so as not to over-rev and cause the “flutter’ that is so familiar with rev-limited cars in today’s modern age. You’ll be out of first and second before you have time to think twice, which can have you struggling to get ahead out of corners if another car is in front of you.
They often ‘have the legs’ to stretch their gears further, while you will have to ride the powerband of the small 2ltr Rotary in order to gain maximum use of the cars awesome power. Make no mistake though, this is a worthy opponent for any R2 Class car, and in the right hands, can and will prove to be a formidable adversary in any race in Forza 3.
In-game your biggest worry is the Saleen 7 in the R2 Class, as it’s top-end speed can get all over you if you’re not too careful. Use drafting and stick as up-close-n-personal as possible, and take advantage of the Furai’s ability to stick to the road in corners without the use of brakes. It’s a rather small vehicle when sat beside the likes of the McLaren, Saleen 7, and other low-slung racer types.
I was able to be ‘right’ behind the Saleen and McLaren as they went into the back ‘bends’ and then simply powered past them on the last left-hander before the main straight as I out-braked them.
It can almost ‘hide’ behind the rear of the McLaren and not be noticed at full-flight to get a nice draft going, as the Murai nestles right out of sight behind these cars. That is of course, until its too late, and you (or they) see the Murai flying past as the corner approaches.
The Murai matches its sound, small and noisy like a mozzie . . . but it it whacks a sting more like a Black Hornet than a garden variety bee.
It’s scary stuff when you’re hurtling at a corner at close to 150-190 mph while only sitting centermeters from a Saleen 7′s tailpipe and you know that it is going to tap the brakes at any moment, but apply a small amount of pressure on the brake to draw you back at the right time, and then back on the gas to pull yourself around and out of their ‘stream’, and then past the Saleen 7 (or McLaren), then off through the corner and away is all that is needed.
Then, as he brakes heavy to stop the much heavier vehicle further from the corner, you have the split-second ability to cut under him, or any heavier car for that matter. We have to remember that the Furai weighs in at just 1940lbs, which is a good deal lighter than some if not all of it’s “R2″ counterparts.
Mind you though, this will take some practice, but that is what racing is about (isn’t it?). Practice, practice and even more practice on the same track in order to gain the best from your car/s. Remember, tournament organisers do NOT like bumper-car jockies at all now, so hone up on your proper driving skills if you want to have some real fun.
All 466 bhp and the 278 lb-ft or torque is generated by just 3 cylinders which is just on 2.0 ltrs in size. But you wouldn’t know it when you hear it, especially in real life. Take a look at the video we have on the Furai being given a sprint around Mazda Raceway Laguna Seca for the press. Bloody hell it sounds wicked, almost as wicked as it looks.
• Mazda Murai – Sounds Of The Wind
Real World Counterpart:
…………Instead of mimicking racecar components and design elements in a road car – the strategy preferred by supercar manufacturers – the ‘Mazda way’ was to begin this project with the real McCoy: a Courage C65 chassis that earned its stripes during two seasons of LMP-2 endurance racing in the American Le Mans Series (ALMS). This sports car was successfully campaigned under the MAZDASPEED Motorsports Development banner by B-K Motorsports during the 2005 and 2006 seasons. Drivers Jamie Bach, Guy Cosmo, Elliott Forbes-Robinson, and Raphael Matos piloted the car to one victory and a total of nine podium finishes in 15 ALMS events. B-K finished third in championship standings both years; while Bach and Cosmo were co-Rookies of the Year in 2005 after their first season of ALMS racing.
“Anticipating future rules changes in the ALMS, we created a new closed cockpit which would be more appropriate for a future production model,” said von Holzhausen. “The major element we did not change is the 450-horsepower RENESIS-based R20B three-rotor rotary engine that provides the Furai’s ample Zoom-Zoom. The ultimate Mazda in our minds is rotary powered; as a company, we have no intention of abandoning that valuable asset. When people think of the very best production sports cars in the world, the rotary powered Mazda RX-7 is always on that list.” …………..
………The Mazda design and R&D teams worked closely with Swift Engineering to refine the aerodynamic characteristics, assuring that Furai remains glued to the ground at high speeds. Through its existing relationship with Swift Engineering, forged through development of the Mazda/Cosworth-powered Champ Car Atlantic single-seater chassis, the team used complex Computational Fluid Dynamics (CFD) software to tune various Nagare design elements to function at a high degree of efficiency. Drag, downforce, lift and overall aesthetics were all key considerations.
Sourced straight from the race track, the Courage carbon-composite tub is essentially intact under the new Furai body, including the right-side driver’s seat. Instead of the stark interior typical of race cars though, this cockpit is finished with more comfortable but still highly functional surfaces. An electronic display screen and gear-change shift paddles are built into the steering wheel. “
Source – Mazda Press Release 2008 more details Fast Autos.
You can see now why this one gets my Top Of The Pack Award in the OZ’s Top Ten Line Up.
* Mech Specs:
Delivers 466bhp/340 Kw with 278 lb-ft/?.0 N-m of torque, weighs in at 1940 lbs/1,502 kgs has a 45% weight distribution to the front, pushed along by a 2.0-liter R20B RENESIS 3 Rotor Rotary Wagnel Engine with the huge power being feed back to a specifically close ratioed X-Trac 6 Speed Semi-Automatic paddle shifted gearbox and LSD differential.
* Drive Specs:
- Speed = 6.2,
- Handling = 8.4,
- Acceleration of 8.4,
- Launch ability of 7.7
- Braking at 8.4.
2) 2009 Ford #40 Robertson Racing Ford GT Mk7
“R3″ Class (PI-741) RWD
• In-game Purchase Point – 300,000 cr
Ahhh, the joy of a pure brutish race breed vehicle. Designed, built and engineered for the pure race track work, which is how the Ford GT first came about back in 1961. The current model Ford GT40 used for racing is one of those vehicles which was designed around it’s early predecessor, but had the added advantage of modern day technology and engineering know how.
This one was a close second to the Furai I must admit, but it did come in second never the less. ThDoran Built Ford GT40 MK7 is just pure breed brute horsepower and grunt. In-game the car is a formidable opponent, one you won’t want to be up against in its class and PI (performance index).
The very first thing that will strike you though is it’s not quick off the mark, far from it, in fact, it’s downright slow when compared to many others in its class. But once you get over the initial ‘lull’, that’s when you realise that first gear is still going, and going, and going. Gears top out in first at 85 mph, but that’s when the gears get really close, holding you in the tight powerband of the 455lb-ft of torque that the 484bhp V8 pumps out. 2nd through to 6th are so close, that the revs barely drop 500 rpm between gears, keeping you right in the ‘optimum’ power curve and with plenty of power on tap at all times.
None of this waiting a few seconds before the revs rise, or a long gear before you can change, it’s shift fast both up and down, and you’ll find yourself in first on every corner legging it out of there into second, then climbing the gear ladder again.
This really helps in-game, as you can really catch your opponents as they are busy doing the quick 1 – 2 step gear changes, while you’re still in first and right on their hammer. But you will need to be quick, and keep off those brakes as well, as the combination will have you locking up in no time, especially with ABS and Stability control turned off.
Make no mistake, this is a ‘real racer’s beast’ in the true sense of the word, and the Ford GT 40 MK7 looks like, sounds and behaves like one. Throw it into hard bends with a gear down, and it’ll pull you around it nicely. Get out of shape a little with the tail, drop back a gear and it will keep you on track and get you back in shape. You can really throw this thing around with the knowledge that it will do exactly as you ask when needed.
One thing I have to mention here is, that many of you may think that these race cars liveries are funded by the huge multi-corporate manufactures such as Ford, Chevrolet, Dodge (Vipers) etc, but alas, they are not. Cars like the Robertson Racing Team are self funded, and these beasts take up millions of dollars annually to run the circuits for us to watch.
It’s a shame that it has gotten to this, there was a time that racing sponsorship and backing was normal, now it’s the last thing on the corporations minds. Yet they want sales of their vehicles. If the younger drivers of tomorrow don’t fall in love with a make early on, they’ll buy anything to get around.
But back to this beast.
It is rock solid on the track, a few tweaks on the settings would have you cornering much better and handling a little more firmly , but out of the box, it handles and performs brilliantly. All hail big thumping big V8′s with superchargers . . .
Real World Counterpart:
“As with many highly desirable new vehicles, when the Ford GT was first released, the demand severely outpaced supply, and the cars initially sold for premium prices. The first private sale of Ford’s new mid-engine sports car was completed on August 4, 2004, when former Microsoft executive Jon Shirley took delivery of his Midnight Blue 2005 Ford GT. Shirley earned the right to purchase the first production Ford GT (chassis #10) at a charity auction at the Pebble Beach Concours d’Elegance Auction after bidding over $557,000.
A few other early cars sold for as much as a $100,000 premium over the suggested retail price of $139,995 (Ford increased the MSRP to $149,995 on July 1, 2005). Optional equipment available included a McIntosh sound system, racing stripes and forged alloy wheels adding an additional $13,500 to the MSRP. An enthusiast website, FordGTprices.com, tracked sales and production numbers, and published up-to-date best-pricing advice, based on tracking the prices of successfully completed eBay auctions of the cars. By June 2005, retail sale prices had dropped to around $10,000 to $20,000 over MSRP, and in August 2005 several new GTs were sold on eBay for no more than the suggested retail price.
The production run of 4038 GT’s ended the 2006 model year on 21 September 2006, short of the originally planned 4500. The Wixom Assembly Plant has stopped production of all models as of May 31, 2007. Sales of the GT continued into 2007, from cars held in storage and in dealer inventories.
The Ford GT features many new and unique technologies, including superplastic-formed aluminum body panels, roll-bonded floor panels, a friction-stir welded center tunnel, a “ship-in-a-bottle” gas tank, a capless fuel filler system, one-piece door panels and an aluminum engine cover with a one-piece carbon-fiber inner panel.
Brakes are four-piston aluminum Brembo calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine are visible.
The 5.4L Modular V8 powerplant is all-aluminum and fed by a Lysholm twin screw-type supercharger. It features a forged rotating assembly housed in an aluminum block designed specifically for the GT program. A dry sump oiling system is employed, allowing the engine to sit very low in the frame. The DOHC 4-valve heads are a revision of the 2000 Ford Mustang SVT Cobra R cylinder heads (with slightly increased wall casting thickness in the exhaust port). The camshafts have unique specifications, with more lift and duration than those found in the Shelby GT500 or 2003–2004 Ford Mustang SVT Cobra. Power output is 550 horsepower (410 kW) and 500 foot-pounds force (680 N·m) of torque. A Ricardo six-speed manual transmission is fitted featuring a helical limited-slip differential.
▪ 0–60 mph (0–96 km/h): 3.3 seconds, 3.6 seconds, 3.7 seconds 
▪ 0–100 mph (0–160 km/h): 7.4 seconds 
▪ 0-150 mph (0-241 km/h): 16.9 seconds 
▪ Standing 1/4 mile (402 m): 11.2 seconds @ 131.2 mph (211.1 km/h), 11.6 seconds @ 126.2 mph (203.1 km/h), 11.78 seconds @ 124.31 mph (200.06 km/h)
▪ Top speed: 205 mph (330 km/h) (electronically limited) 
* Mech Specs:
Delivers 484bhp/228 Kw with 455 lb-ft/?.0 N-m of torque, weighs in at 2690 lbs/? kgs has a 45% weight distribution to the front, pushed along by a 5.0 ltr Superchared V8 – , through a 6 Speed Gearbox.
* Drive Specs:
- Speed = 5.9,
- Handling = 7.0,
- Acceleration of 7.7,
- Launch ability of 6.6
- Braking at 7.0.
3) 2010 Jaguar #33 Jaguar RSR XKR GT
“R3″ Class (PI-742) RWD
In-Game Purchase Point – 300,000 cr
Jaguar have been in and out of racing for years, as you can see by the pic, they have been around since, well, I was a wee boy, and even before I was a twinkle in my mothers eye (and my fathers for that matter). The current version of the coupe is here, and the low slinky lines of the previous sleeksters has gone, thank god, they just didn’t look like Jags, sorry.
Here we have a huge big bucket of a car that weighs in at a solid 2745lbs in full race-trim, and yes, it looks like the side of a barn, yet it pulls like no-mans-business when you need it.
Mind you, it’s not like the Ford GT Mk 7, and you’ll notice that as soon as you plonk your big backside in the drivers seat (albeit a virtual one) and I toughly recommend you drive all these cars in-car-situ, don’t be a woose, grow some gonads and get down in the drivers seat, you’ll love it after the first several laps, honest.
The car car get a little cantankerous at times, and you’ll need to make sure you draft a lot of faster cars, as there are some that will definitely out pace you up top. It does have some decent top-end speeds, with 4th pulling 134 mph, 5th a respectful 166 mph, and 6th finally tapping-out at 178 mph.
But in such cases where the opposition is in front of you, use ‘scare-tactics’ and get up real close so you fill their rear-view mirrors when they look back and see this hulking hug green monster breathing down their necks. Then use the brakes properly, draft and pass, and you’ll leave them on the corners wondering “WTF was that” – oh, it was a green Jaguar . . . zoom – gone.
The unusual looking rear wing sets the car apart from all others, looking much like a suspended table top of sorts, but you can see how it gets the downforces to work on the rear end, and you’ll notice that more so when you start playing with the settings.
When pointing it into corners it reacts as predicted, and with the right amount of braking well before, then glide up to the apex and the power on through, you’ll be pulling this big-green-beast around the track in record times in no time. It would be a decent enduro-racer, and if geared right, would also do well on the ‘Ovals’, although I have not tried them on ovals yet, but you can get afeel for how they will handle and react.
Just one thing you will need to watch though is its size and weight, remember, this is not the Murai, and it’s a decent size, so sneaking through on the inside, or coming in under on a corner, if not done right, will have you shoving the opponents off the track, and gaining a ver poor rep in the process.
All in all, this is a great race car, and you need to get up-close-n-personal with it as soon as you can. Master it, and you could become a formidable racer in the various Forza 3 Tournaments, trust me on that one. It’s certainly a car that I’ll be spending some time in, bringing back memories of my 327 Chev powered ’71 ‘Low-Bumper’ Model I owned and played with many many years ago, and it was the same colour as well, British Racing Green.
Real World Counterpart:
“January 20, 2010 – The JaguarRSR race team has confirmed that Marc Goossens will return to the #33 JaguarRSR XKR GT cockpit and compete in a full-season American Le Mans Series’ championship effort in 2010.
“It is an honor for me to be selected by Jaguar Cars and RSR to drive the #33 JaguarRSR XKR GT and to be a part of this new Jaguar racing program,” Goossens commented. “I can’t wait to get through all the testing and development and get back to racing at Sebring after what we accomplished at Mazda Raceway Laguna Seca and the progress the RSR team has made this winter.”
“I look forward to racing in the American Le Mans Series. As a sportscar driver, the biggest challenge is the 24 Hours of Le Mans and the best training ground for that race is the ALMS. Having raced in the 12 Hours of Sebring, The Petit Le Mans at Road Atlanta, and most recently at Mazda Raceway Laguna Seca, those were just one-off events so I am really looking forward to participating in the ALMS for a full season. It goes without saying that I am very excited to take the green flag in March and fight for the championship for JaguarRSR.”
The vastly experienced sportscar driver Goossens is a Belgium native, but currently resides in North Carolina as he continues to pursue his racing career in North America. Beginning in 1985, Goossens developed his resume in series such as Formula Ford, FIA F3000, FIA GT, Japanese Formula Nippon, Belcar Championship, NASCAR, Grand-Am, as well as entering multiple endurance races with nine starts at the 24 Hours of Le Mans. He holds a record with four wins (1997, 1998, 2005, 2007) in the Zolder 24 Hour race along with Vincent Dupont and Anthony Kumpen.
Goossens was asked to join the JaguarRSR team for the debut of the new JaguarRSR XKR GT racer at the Petit Le Mans, and piloted the big cat to its first green flag during the ALMS season finale at Mazda Raceway Laguna Seca.
“I have great respect for Marc,” said RSR Principal Partner Paul Gentilozzi. “He is a very talented driver that has a lot to offer to this Jaguar program. He provided valuable feedback during our initial testing and development in 2009, and drove flawlessly at Mazda Raceway Laguna Seca. Moving forward for 2010 and fighting for a championship title we know Marc is going to be a key factor both on and off track.”
Goossens and Trans-Am legend Gentilozzi are the two confirmed drivers for the #33 JaguarRSR XKR GT entry in 2010. Additional drivers will be added to the driver lineup for the endurance events this season. The 2010 American Le Mans Series season kicks off with the famed 12 Hours of Sebring at Sebring International Raceway in Florida, March 20.”
Source Automobile Sports.com
* Mech Specs:
Delivers 521 bhp/? Kw with 450 lb-ft/?.0 N-m of torque, weighs in at 2745 lbs/? kgs has a 50% weight distribution to the front, pushed along by a 5.0 ltr V12, using a 6 Speed selective gearbox back through Jaguar’s excellent independent rear suspension system.
* Drive Specs:
- Speed = 6.4,
- Handling = 7.5,
- Acceleration of 7.6,
- Launch ability of 6.9
- Braking at 7.4.
4) 2010 Aston Martin V12 Vantage
“A” Class (PI-523) RWD
• In-Game Purchase Point – 275,000 cr
An Aston Martin is an Aston Martin, there’s no getting away from it. They sound like wild banshees on a lonely night as their V12′s scream and howl at the rising moon. The 2010 Aston Martin V12 Vantage is no exception, even in street trim as this one is, it’s a solid piece of car, and well worth 3rd place in OZ’s Top Ten Line Up.
The car handles just nicely in-game, given that this is after all, a semi luxury car with race breed inclusions that make any car enthusiast weak at the knees. The high reeving motor will help pull you through most corners, and the gear ratios out-of-the-box will suit most tracks, especially those with long curves and bends.
It can be a ‘little floaty’ at time, depending one how you handle it, and what type of driver you are. But treat it with a decent amount of respect, and you’ll be on your way to many a podium finish, that’s for sure. The range between gears is a little tall, and you’ll find yourself peaking in top at a respectable 199 mph, with 4th stopping at 131 and 161 for 5th.
It delivers a whooping great 511 bhp and turns out a sizable 420 lb-ft of torque, 22 lb-ft less than the V12 Aston Martin Rapide (see next listing), which has more grunt to carry the much heavier load around .. There’s a solid 639 lb difference between the two vehicles, so you can see that there’s much more room for performance in the V12 Vantage then the Rapide – naturally.
And when you consider that it’s still pulling a 3704 lb monster around the track, you gain some respect for what it is capable of when tuned correctly. So it’s little wonder it does get a little sideways if you don’t keep your wits about you at all times.
Remember, you’re the one in control, not the other way around, so use the brakes wisely, don’t p[eak it out, stay in the power band, and you'll be sharing the podium in no time. It's responsive, but do not expect racing car gear changes or instant stability at all times. While I found it very enjoyable to race around, the track, it did take a little getting used to, but once that was done, and the types warmed up (second lap), then it was off we go.
The Vantage is a gentleman's sports car, that's for sure, and yet it is still throaty enough to let other know that there's a big V12 bearing down on them from behind. I found many of the cars in the same class did put up a decent fight, and if it wasn't for some tricky corner passes, I would have ended up 2nd or 3rd on the podium.
Don't be fooled though by it's simple clean looks, as while it did ride in at fourth place in OZ's Top Ten Line Up, , it would have made it higher were it not for the two pure-breed racers ahead of it.
Remember, you're driving a street luxury car here, but there is a race version around called the 2010 V12 Vantage - RS, and while it isn't in the game, it would make a nice addition in a future car pack (hope that you're listening Turn 10-Jalopnik). It basically looks the same, except for a slightly lower and wider footprint with wider wheels, but it's the insides that changed, as you can see in the photos.
But either way, the Aston Martin V12 Vantage will make a solid member of your Forza 3 garage, and prove to be a decent adversary when you decide to take it onto the track, be that in street-trim, or decked out and tweaked to perfection.
I'll be adding it to my Aston garage once I get enough credits . . .
Real World Counterpart:
"Aston Martin also claims bragging rights to bringing the V12 Vantage to market in little over a year from its debut as a concept at the opening of the Aston Martin Design Studio in December, 2007. According to Aston Martin CEO Dr. Ulrich Bez, “This…illustrates one of Aston Martin’s key strengths—the ability to act quickly and turn concepts and ideas into reality.”
Acting quickly, too, should be a key strength of the V12 Vantage, combining, as Bez notes, “our most agile model with our most powerful engine.
V-12 Engine Indeed, Aston Martin has managed to fit the V-12 from the larger DBS/DB9 into a space erstwhile occupied by a 4.7-liter V-8. And where the V-8 is rated at 420 horsepower, Aston Martin has specified the V-12 to be in better than DBS tune for the V12 Vantage: 510 horsepower and 420 lf-ft or torque. It’s enough, according to Aston Martin, for 0-62 mph (0-100 km/h) in 4.2 seconds and a top speed of 190 mph, making it the quickest of the Aston Martin road cars—if only, per Aston Martin, one mile per hour slower than the DBS.
The V12 Vantage is also the only Aston Martin with a dual-mode engine control system:
“The default ‘normal’ provides a more progressive, throttle response, suited to more everyday situations, such as driving in urban areas, heavy traffic, or in challenging weather conditions. Selecting ‘Sport’ mode delivers a sharper throttle response together with a sportier exhaust note. This mode is designed for use in more dynamic driving situations where sharper responses are required, extracting the maximum performance from the car.”
The V12 Vantage will be available only with a six-speed manual transmission in transaxle configuration, aiding aid weight distribution. Taking advantage of the V-12 engine’s great well of torque, the Vantage’s final drive ratio has also been modified from 3.909:1 to 3.71:1, giving the Vantage longer legs for everyday use will still allowing the 190 mph top speed."
Sources Jaguar Press Release
* Mech Specs:
Delivers 511+ bhp/? Kw with 420 lb-ft/750.4 N-m of torque, weighs in at 3740 lb/? kgs has a 51% front weight distribution to the front, pushed along by a 5.9 ltr Naturally Aspired V12, running through a 6 Speed ---.
* Drive Specs:
- Speed = 7.4,
- Handling = 5.7,
- Acceleration of 6.2,
- Launch ability of 6.6
- Braking at 5.7.
5) 2010 Aston Martin Rapide
"B" Class (PI-470) RWD
• In-Game Purchase Point - 190,000 cr
Not content to just have the Vantage out in 2010, no, Aston Martin finally got their act together and released the long awaited , and their very first 4 door luxury coupe (technically called a 5 door) I might add.
Almost all the other major prestige makers have had a version of this body type out for a while, but Aston Martin wanted to come out with something a little different, and they have.
While it certainly is no race car, it does do a decent job of keeping up with fellow supercars in its class. Yes, it can get a little floaty at times, but considering it has a much heavier body than the Vantage, coming in at 4299 lbs, and only pumping out 470 bhp and yet delivers MORE torque than the Vantage at 442 lb-ft, which is needed to help pull this lump of a car around.
A very nice lump though I might ad. While some of the others in its’ class will be all over it in the straights, it’s the corners yet again where the Aston will come into its own. I found that once I mastered its handling, the corners were easier to handle than some of the other heavy-weights were.
It comes in at fifth place on my Top Ten Line Up, and I believe it deserves the spot. It not only looks swift, but it goes and handles as well to make sure you’re always around the top 3 or 4 cars. In the right hands, you can win your class with a little tweaking, and I do mean “just a little” and with the bhp and torque it has, it doesn’t take much to get it hugging the track and delivering some decent times, even with all that weight.
It’s name is befitting, it is Rapide . . . out of the box the car is something to contend with, while it doesn’t pop it up the top above the Vantage, it does deserve a place in the mid-range of the listings, even though it does have more torque and almost the same bhp.
It is heavy as mentioned earlier, and can at times get a little back-end-twitchy, but by-and-large, the car is a swift vehicle in the luxury class. But it won’t out do many of the other top line luxury models, it will hold its own, and give them a decent run for their money.
It sounds brilliant, and what you would expect from a howling V12 in the Aston Martin stable, with paddle-shifting like so many of the prestigue cars these days, your hands would never really leave the wheel. But remember, select “Manual – no clutch” for this, as it is a selective manual (automatic select manual” so anyone that tries to bully you into only racing with ‘clutch-manual’, tell them to go read up about the cars gear selection in R/L.
This would apply to any of those class of manual select automatics that are available in so many cars this generation. It’s why the makers made them in that fashion, to minimize the need to deal with a clutch and optimize gear changes at the optimum moment, and allow the driver to dictate when they can override the normal auto-select sequence.
You should really enjoy this car, even when you are up against some of the other ‘supercars’, as the main thing is to simply have some fun with all the cars in Forza 3, The Aston Martin V12 Rapide is no exception to that rule.
Real World Counterpart:
“The engine and transmission in the Rapide are straight from the DB9. If you haven’t already memorized those specs, we’ll repeat them for you. The powerplant is a 5.9-liter V-12 making 470 hp, and it mates via a carbon-fiber driveshaft to a transaxle version of the ZF 6HP six-speed automatic. Like the DB9 and the rest of the Aston Martin lineup, the Rapide is based on the extruded-aluminum VH architecture. Lessons learned throughout the development of other Astons have made the Rapide’s chassis the stiffest yet. The DB9’s hard-mounted steel rear subframe has been replaced by a rubber-isolated welded aluminum structure. The suspension is largely the same, with beefed-up wheel hubs and lower control arms in front. Two-stage adaptive Bilstein shocks and dual-cast brake rotors consisting of lightweight aluminum hubs with conventional iron discs are standard.
When you stand next to the Rapide (and have been stuffed with Iberico ham, as we were), the rational thoughts give way to raw emotion. You start to feel that it is special, that maybe Bez isn’t insane at all. It’s a beautiful car from almost every angle, and the subtle creases on the hood and along the sides invite you to run your hands along the bodywork. It’s a two-box design, with the cabin blending seamlessly into the rear hatchback. The front seats are almost at the middle of the Rapide’s length, which totals 197.6 inches, 12.2 longer than the DB9. The frameless windows are made from double-laminated glass, and the front and rear side windows meet up at the outside of the B-pillar for a seamless appearance. All four doors open in what Aston Martin calls a “swan wing” motion, rotating slightly up as they move outward.
From the Back to the Front
Our first exposure to a rolling Rapide was during a ride in one of the two back seats, which are snug but comfortable. A foldable cargo divider that seals off the luggage space from the rest of the cabin serves as a little shelf behind the rear seats, perfect for small bags. With the divider and rear seats folded, trunk space jumps from 11 cubic feet to 31. Your author, 5 feet 10 inches tall on a good day, had no trouble sitting upright and found plenty of legroom, although a high floor leaves your knees higher than your hips. Speaking of hips, you’ll want to lay off the extra helping of ham if you want any wiggle room. In that way, sitting in the back seat of the Rapide is much like sitting in a roller coaster, only with more storage space. There are deep map pockets in the doors, an iPhone-sized pocket on the front seatback, and a large center bin that holds the remote and headphones for the optional rear-seat entertainment system. There are even two cup holders, although the shallow depth and the 12-ounce can diameter were clearly designed without the Mecha-Super-Big-Gulp tastes of Americans in mind.
The front seats allow for more stretching out. Overall width in the Rapide is 2.1 inches greater than in the DB9, at 75.9 inches. The cars share front-seat frames, but the Rapide seats have less side bolstering to accommodate wider backsides. Almost the entire interior is covered in leather, making use of 10 cowhides. Everything else, save the Alcantara headliner and a few plastic switches, is covered in wood or metal. And in the Rapide, as numerous Aston Martin employees told us, “everything that looks like metal is metal.” The craftsmanship makes the sticker price seem somewhat justified. The Aston representatives on hand were particularly proud of the rear grab handles, each of which is comprised of a machined aluminum knob attached to a double-stitched leather strap; small magnets keep them snug against the B-pillars when not in use.”
* Mech Specs:
Delivers 470 bhp/? Kw with 442 lb-ft/710.0 N-m of torque, weighs in at 4299 lbs/? kgs has a 51% weight distribution to the front, pushed along by a 5.9 ltr V12 , Mated to a 6 speed gearbox.
* Drive Specs:
- Speed = 7.7,
- Handling = 5.4,
- Acceleration of 5.4,
- Launch ability of 6.2
- Braking at 5.2.
6) 1992 Bugatti EB110 SS
“A” Class (PI-591) RWD
• In-Game Purchase Point – 300,000 cr
I suppose you’re wondering ‘what the hell is this doing in the bottom five of the Top Ten Line Up. Well, sadly, while in real life it can be a beast, in-game it doesn’t deliver what you’d want nor expect from a race-breed car, and Bugatti is all about racing vehicles.
These puppies are all hand built, with only 33 of them know to be in existence. Micheal Shumacher is one of those proud owners, but you can rest assured, his would not handle nor perform anything like this one. Perhaps Turn 10 were not allowed some real world hands on, ??
However, I seriously doubt it, but you’d wonder after driving this in-game) Who knows, the reality is that in-game, the 1992 Bugatti EB110 SS is a floating boat on the track, and if you think that’s bad, just try the brakes out, “oh dear, there goes that corner I was aiming to stop for – bang – oh well, at least this barrier stopped me”
But seriously, the brakes are abysmal, and add that to it acting and feeling like a floating boat, and you can see where I’m heading with this one.
Excellent looking and stylish car, and in real life, a veritable monster in its day, but in-game, which is what we are really worried about here, this one had to slip down to being the dunce of the pack and score sixth place on OZ’s Top Ten Line Up.
Perhaps some tweaking, changes of certain components and adding some aftermarket gear can help out, which I will be trying out, that’s for sure. As the car warrants a good fang around some awesome tracks, but as it ships, it’s a nightmare to control.
I did try some aerodynamics out on the factory rear wing, but that actually made the nose even lighter, and backed off, made the car handle a little worse, but remember, this is a video game car, not the real thing, and sometimes, not all the cars we want to be at the top of a list, can be . . . sadly.
Real World Counterpart:
“Bugatti was one of the finest car manufacturers of the 1920s and 1930s, but after the death of founder Ettore Bugatti in 1947, the company ceased production. In an attempt to revive Bugatti, Italian entrepreneur Romano Artioli bought the rights to the legendary name. In 1989 he announced the return of Bugatti. A state of the art factory was constructed just north of Modena, Italy. So just like Ettore himself, Artioli’s Bugatti was Italian.
No expense was spared in designing the new Bugatti and from scratch one of the most advanced vehicles of its day was designed and built. Launched on the day of Ettore’s 110th birthday (09-15-1991), the new car was aptly named ‘EB 110′. Scene of the launch was the Versailles Palace, the former domicile of the French royal family.
Much like its predecessors the EB 110 featured a uniquely styled body complete with the characteristic horse-shoe shaped grill. Responsible of the design was the Italian designer Marcello Gandini. Unlike his previous wedge-shaped designs like the Lamborghini Countach and Lancia Stratos, the EB 110′s body is round and voluptuous. To save weight, the entire body was made of aluminium.
The aluminium body panels are bonded to a carbon fibre monocoque chassis. The EB 110 was the first road car to use a monocoque using this exotic material. Due to the difficult production process of the composite material, the tubs were constructed by French aviation company Aerospatiale. It was suspended all around by double wishbones. The front suspension features push-rod operated shock absorbers and the rear dual shock absorbers on each side.
Not just the chassis was advanced, the engine was as well; it remains as one of the most complex powerplants ever constructed. Being a 60 degree V12 engine, its configuration was very Italian, but the ancillaries are what make the 3.5 litre V12 extraordinary. The dual overhead camshafts operated five valves per cylinder, a setup only seen in the Ferrari F1 racers of the day. Four IHI Turbochargers were mated the high revving engine, giving the EB 110 an unprecedented output of over 550 bhp.
To best suit the Turbocharged engine’s characteristics, a 6 speed manual gearbox was fitted. It ensured that the revs could be kept in the 3500+ rpm area after shifting up. The incredible amount of horsepower and torque were delivered to the road through all four wheels. The permanent four wheel drive delivers 27% of the power to the front wheels and the other 73% to the rears. Plenty of stopping power is provided by large ventilated Brembo discs.”
1992 Bugatti EB110 SS Specifications
- Retail price $380 000 USD
- Engine Quad Turbo 60o V12 valvetrain DOHC 5 Valves / Cyl displacement 3498 cc / 213.5 cu in bore 81.0 mm / 3.19 in stroke 56.6 mm / 2.23 in compression 7.5:1
- Engine Power 484.7 kw / 650.0 bhp @ 8000 rpm hp per litre 185.82 bhp per litre bhp/weight torque 636.9 nm / 469.8 ft lbs @ 3800 rpm
- Drive wheels Mid Engine
- AWD body frame
- Aluminium Carbon Fibre front brakes Vented Discs w/ ABS rear brakes Vented Discs w/ ABS
- Front tire size 245/40 ZR 18 rear tire size 325/30 ZR 18
- Steering Rack & Pinion
- Weight 1418 kg / 3126 lbs
- Wheelbase 2550 mm / 100.4 in front track 1550 mm / 61.0 in rear track 1618 mm / 63.7 in
- Length 4400 mm / 173.2 in width 1940 mm / 76.4 in height 1125 mm / 44.3 in
- Transmission 6-Speed Manual final drive 3.18:1
- Top speed 349.2 kph / 217.0 mph 0 – 60 mph 3.35 seconds cont….
Source The Ultimate Car Page:
* Mech Specs:
Delivers 611bhp/? Kw with 480 lb-ft/?.0 N-m of torque, weighs in at 3,616 lbs/? kgs has a 40% weight distribution to the front, pushed along by a Quad Turbo 3.5L V12 which runs through a 6-speed & final drove of 3.81:1.
* Drive Specs:
- Speed = 8.3,
- Handling = 5.9,
- Acceleration of 7.4,
- Launch ability of 7.5
- Braking at 5.7.
7) 2010 Audi TT RS Coupe
“B” Class (PI-442) AWD
• In-Game Purchase Point – 42,000 cr
It was a close call between the 3 following coupes/convertibles, while two were in the same class, the other was 2 classes below them, but still managed to be fun and responsive to drive in-game. However, the little 2010 Audi TT RS Coupe did manage to pip the other two at the post for me.
It gets off the line really quickly, which is to be expected for an AWD vehicle, especially the Audi group. No loss of grip, instant response in the lower gears and able to hold its own in its class.
While testing in-game, the car seemed to have power to spare against it’s other “B: Class counterparts, even with the settings on Advanced (Custom no clutch etc) and on Hard opponent difficulty, the Audi TT RS Coupe seemed to have it all over the others.
Either that, or they weren’t trying, and the Audi TT is exceptionally quick?
What matters though is that when you point it in a direction you want to go and it will follow, while it can get a little ‘loose’ at times if you get crossed up, it does come back on the line with a little braking and gas. Even throwing it around on the long uphill straight had it stay on-line and manageable.
Gears are not that responsive in changes however, as it’s not a race gearbox after all and you’ll find a lag between changes. A gearbox change in that department would solve that issue, even a simple sports Pack would give you better changes.
Again, it is in the corners that small cars like the 4WD’s and lighter vehicles come-into-their-own, and can really make the bigger meatier cars look somewhat lazy. The 2010 Audi TT RS Coupe is a worthwhile vehicle to have in your stable, and while it’s not a car I would have, it does deserve its place at Seventh on the OZ’s Top Ten Line Up.
The Australian version of the Audi TT RS Coupe
You won’t be disappointed with this one if you stick it in your garage in Forza 3. Like all the Audi’s in the game, it can be turned into a multi-class racer that will help you dominate most of the classes it can fit into. Plus it’s lines lend itself for some interesting colour schemes and art through the in-game Forza 3 livery editor.
Real World Counterpart:
The Audi TT RS: A Pure Driving Machine developing 340 bhp
Sporty five-cylinder gasoline engines have a long legacy at Audi. The most famous is arguably the turbocharged 2.1-liter engine in the Audi quattro. The first version, which was launched in 1980, offered an impressive 147 kW (200 bhp). And the Sport quattro from 1984, directly inspired by motorsport, delivered a whopping 225 kW (306 bhp). For 25 years, turbochargers and quattro have been a dynamic formula for success.
Audi has resumed using this recipe. Designed from scratch, the five-cylinder engine combines a turbocharger with FSI direct gasoline injection to elevate the TT RS to a high-performance sports car. The TFSI delivers 250 kW (340 bhp) from a displacement of 2,480 cc (151.34 cu in): a specific output of 100.8 kW (137.1 bhp) per liter.
The power-to-weight ratio is also outstanding. In the case of the Coupé, which weighs in at a mere 1,450 kilograms (3,196.70 pounds), the power-to-weight ratio is just 4.3 kilograms per bhp.
The TT RS Coupé rockets from 0 to 100 km/h (0 to 62.14 mph) in 4.6 seconds; the Roadster needs just a tenth of a second longer. The limited top speed of 250 km/h (155.34 mph) is merely the official figure for both versions; as an option, Audi can increase it to 280 km/h (173.98 mph).
Almost even more impressive is the aggressive pulling power. The maximum torque of 450 Nm (331.90 lb.-ft.) is always available between 1,600 and 5,300 rpm. In addition, the TT RS overtakes without the slightest effort. Last but not least, its engine makes passengers’ skin tingle time and again thanks to its speedy and powerful response, its inspiring free-revving character, and its unmistakably guttural tailpipes: five-cylinder classical music by Audi!
Compact and Lightweight: The Five-cylinder TFSI
As an uncompromising sports-car engine, the 2.5-liter TFSI is ultra-compact. Just 49 centimeters (19.29 inches) in length, it is ideally suited for transverse installation in the TT RS. And its weight of just 183 kilograms (403.45 pounds) also sets a record. The crankcase is made of vermicular-graphite cast iron. This high-tech material unites the utmost in strength with low weight; it has otherwise only been used for the large TDI engines from Audi. Perfectly placed reinforcements enhance the block’s loadability. The lightweight cylinder head, the pistons, and the connecting rod are lightweight as well as high-strength.
The ultra-powerful five-cylinder engine is extremely fuel-efficient, requiring an average of just 9.2 liters/100 km [25.57 mpg] as regards the Coupé (Roadster: 9.5 l/100 km [24.76 mpg]). Switchable flaps in the intake manifold mix the incoming air in a calculated configuration. Injected at a pressure as high as 120 bar by the common-rail system, the gasoline swirls intensely in the combustion chamber – which in turn cools the walls. This subsequently facilitates a compression ratio of 10.0:1, which is very high for a turbocharged engine. Both of the adjustable camshafts, controlled via chains, also enhance charging efficiency with respect to the air-fuel mixture….”
Source Official Audi AG Press Release @ RS Sports Cars
* Mech Specs:
Delivers 3340 bhp/250 Kw with 332 Lb-Ft/450.0 N-m of torque, weighs in at 3197lbs/1,450 kgs has a 60% weight distribution to the front, pushed along by a 2.5 ltr 5 cyl TFSI transfered back through the 6 Speed manual gearbox puts power via the electronically controlled, hydraulic multi-plate clutch to both front and rear wheels.
* Drive Specs:
- Speed = 6.6,
- Handling = 5.4,
- Acceleration of 5.5,
- Launch ability of 6.9
- Braking at 5.2.
8) 2011 BMW Motorsports Z4.s Drive 35is
“B” Class (PI-444) RWD
• In-Game Purchase Point – 48,000 cr
One car that cops a lot of flack in the real world is BMW’s Z4 series coupes and convertibles or as BMW like too call them, Roadsters, which in fact is their correct name. They look great, sound great, and seem to have all the right stuff, but something happens between plan, paper and tarmac.
In-game the car is firm, solid and responsive, but you’ll be very hard pressed to keep up with the other BMW brethren in its class.Thankfuly they got rid of the huge ‘bum’ that was evident in the lasst Z4, as it looked like someone had forgot to finish the car, and simply slammed the boot shut on the remaining gear and the bulge was the end result.
It served no purpose, and certainly did not do anything for the aerodynamics of the car. This time it seems they have learnt a lesson, and cut down on the bulge to make the car much more appealing, and it looks a great deal more stylish than it did before, thankfully.
However, being out-gunned and even out braked most of the time in the BMW in-game is not a pleasant thing for any would-be-racer in Forza 3. Especially when bigger and seemingly heavier coupes come flying up behind you at a great rate of knots and jump in front before a corner, you know that something just isn’t right in the world of sports cars.
It has a lot of good things going for it, but they just don’t seem to be all tided together neatly in one package as a in-game car. With some tweaking, added packs etc, the Z4.s convertible/coupe would come out of its shell, but out of the box, it has to slip to eight place on OZ’s Top Ten Line Up this time round.
Shame really, as I was hoping this one would be better than the last Z4 in-game, but alas no. Don’t get me wrong, you’ll have lots of fun with it in stock form, as it is agile and responsive, but unless you’re really good at drafting, cornering and braking, you might want to pick something else.
And like many of the othe rin-game cars, as this is what the reviews are about, the 2011 BMW Roadster is an acquired taste, and once you’ve played with som etyre settings, and spent some time adjusting to the brakes (with ABS and Stabilser off remember), you’ll find yourself getting better and better times.
If you us ethe brakes at the right time, and use second rather than first on most corners, youcan get it over the heavier cars as they have had to drop it right back to first, and will require some changes before reaching optimum performance in the required gears.
Use the ability to get up to their tails in second, grab third and scoot out past them in third while they are still grabbing second, and you can get in front of them and hold them off in the back sections of Le Mans, and other similar tracks. The trick is, to manage those brakes and time your apex’s to a ‘T’ and you’l be shooting out of the corners faster than the heavier cars.
But do be aware, that they will shoot up on you if the straight is long enough and if you’re a gentleman driver, you will not play hedgehog or bumper-cars and bash them off as they try and over/under take you. Gentlemen race like gentlemen in real races and idiots and dodgem-car-racers are not welcomed in proper tournaments.
Like I mentioned before, get to know the car, and its quirks, and you’ll do just fine, jump into it expecting to blast the opposition with pure power, or up the horespower in the hope of blasting all others off the track, and you’ll be in for an unpleasent surprise. You’ll spend more time in the kitty-litter and cuddling up with barriers than you will spend actually on the track.
It’s about how you race with what you have, not how big your ‘thang is, – remember that. That is why they have classes in the first place. So as to make the races more competitive, and about the tuning and drivers ability, not the cars brute power or size. SO this little lovely comes in at Eighth place on OZ’s Top Ten Line Up.
Real World Counterpart:
“So when BMW brought out the new, folding-hardtop Z4 and said they were canning the whole Z4 M thing, I’d have to say I was a little bummed.
I mean, the available N54 motor out of the 335i (3.0L 24v I6, direct injection, twin-sequential turbocharging, 306bhp) was a fantastic engine, and the whole thing was a lot prettier and significantly more refined that the rather unpleasant previous Z4. But no hardcore M version? I will admit, I kinda tuned out at that point.
Turns out I was wrong. There isn’t going to be an M variant, but there will be one that enthusiasts will care about! Called the sDrive35is (holy long name, Batman!), it’s meant to sort-of take the M spot in the lineup. It’s a little harder, a little faster, and a little hornier than the regular twin-turbo Z4, and it looks like (with a few exceptions) it’ll have some serious enthusiast appeal.
Let’s start under the hood. Power increases from 306bhp@5800rpm to 335bhp@5,900 rpm. Torque jumps from 295lb-ft to 332lb-ft between 1,500 and 4,500 rpm, which is a pretty broad torque spread for a 3.0L! Even better, there’s an “overboost” function which allows an additional 37lb-ft of torque, for a total of 369lb-ft at wide-open-throttle for short bursts.
Gee, wonder where they got that idea? These power increases are made primarily through a less restrictive intake tract, as well as ECU reprogramming to allow more turbo boost pressure. Duh. There’s also a high-flow exhaust that’s been tuned to sound a little more alive than the rather boring exhaust note of the regular N54, which will be welcome. Cont….”
* Mech Specs:
Delivers 335 bhp/? Kw with 369 ib-ft/?.0 N-m of torque, weighs in at 3363 lbs/? kgs has a 49% weight distribution to the front, pushed along by a 3.0 ltr , running through a close ratio 7 Speed gearbox .
* Drive Specs:
- Speed = 7.5,
- Handling = 6.0,
- Acceleration of 7.8,
- Launch ability of 7.2
- Braking at 6.0.
9) 2010 Porsche 911 Sports Coupe Classic
“A” Class (PI-531) RWD
• In-Game Purchase Point – 240,000 cr
If you’re not a lover of the Porsche stable, then you haven’t been around cars long enough I’m afraid. While some of the Porsche line up leave me somewhat cold, there are a few of the ‘classic’ lined models that really do ‘do it for me’, and this is one of those lines.
While it’s no ‘real’ racing beast, it does do the job ‘reasonably’ well in-game, but you can come unstuck at times, as it can tend to be somewhat floaty in certain circumstances in-game.
Your main adversary is the earlier ’95 model and smaller PI’d (531) ‘Whale-Tail Porsche 911′ which is a pure street race car from ground up. So while it might have smaller tech specs than the new 2010 911 ‘Classic’, and show a lower top speed indicator on the specs in Forza (6.9 speed compared to the 7.3 of the ‘classic’), the ‘whale-tail’ does have the power to pull ahead in many situations in-game
So while style, and looks might mean some things to some people, handling and power are the factors that matter in racing, and that is what Forza 3 is all about. It’s no motorshow, that is for sure.
It does not deliver exactly what you would expect from The House Of Porsche, and I was somewhat disappointed really initially, as I found myself having to be on my guard more than allowing the car to help me through the tracks.
One thing in a racing game is the fact that you don’t want a car that fights with you, you want one that does what it should do, and what you want it to do when you want it to. Not have you wondering “which way will it go on this corner/bend”, can I catch that car in front?
When you’re flying at corners rapidly, you want to know that if you point something in a certain direction, you want it to react in a certain known fashion. This wasn’t the case most of the time with the Porsche. I like its looks and style, but it had to slip down to ninth on the Top Ten Line Up I’m afraid.
However, in its defence, I will say though, that like all good things, such as wine, women and food, it’s an acquired taste (feel) and once you’ve spent some time behind the ‘virtual wheel’ of the 2010 Porsche 911 Classic, you will find it can deliver some decent results, but do remember, that this is not a 911 sports or a ‘Whale-Tail’ or some similar beast that is designed to really tear up the pavement.
This one is designed to bring back the old lines and styles of the Porsche Classics to those enthusiasts that simply love the lines and want to pay homage to one of the most race proven breeds of cars on the planet – the Porsche.
And like many other “Limited Editions”, the 2010 Porsche 911 Sports Classic comes in just one body colour and one interior trim colour set and style. That being, a soft grey-white body which looks really nice actually, coupled with a very soft but several tone darker grey classic double bubmble-bee Porsche strip running the full length of the car, finishing just prior to the tail spoiler.
In some lights it’s hardly recognizable, but in others, it stands out just nicely. The idea is for it to be subtle, yet show it belongs to the old ‘classic’ line of the Porsche’s of old. Porsche’s that were well known for their bold double bumble-bee strips, soft lines and ground stance. The trim is a soft mid-tone tan, and reminiscent of the older styles of Porsche, not the very modern ones, it has more ‘classic’ gauges and interior style than the current top of the line Porsche’s and has the tried and true ‘stick-shift’ that any good Porsche driver wants in a classic car.
There is just something about Porsche’s that you either love or hate about them. So you will instantly be attracted to this one, or not.
They have to have their very own tuning style in both engine and suspension (do try out the Forza Tuning Calculator in the sites Blog Roll, as it has a specific Porsche settings section for suspension tuning), so what works for most other cars, will not work on the rear engined beasts.
But, get the package right, give yourself some time to become accustomed to its unique mannerisms, and you can have yourself a real winner, but it didn’t happen this time as far as my desire to win was concerned – which is a shame, as I like winning, fairly of course.
Real World Counterpart:
On the Porsche 911 Sport Classic these headlights supplement other features finished in black such as the air intake grilles, the mirror triangles and the lower sections on the mirror base. The double-dome roof stands out clearly at very first sight from the front, and again bears reference to a long tradition already to be admired on the Porsche 911 Panamericana show car and in the roofline of the Carrera GT.
Through their unique shape, the side-sills emphasise the substantial width of the car at the rear. While the limited edition Porsche 911 Sport Classic is based on the 911 Carrera S, it features the rear bodywork of the all-wheel drive models, and is thus 44 mm (1.73″) wider. This translates into the rear track also being wider by 34 mm (1.34″) for even more dynamic performance with substantial lateral grip.
An important feature not visible from the outside but highly relevant in practice is the use of aluminium in the doors which, together with other technologies, helps to off-set the extra weight of the wide range of standard equipment.
Making clear reference to role models from the past, the ‘ducktail’ rear spoiler fixed in position forms part of the Aerodynamic Package of the Porsche 911 Sport Classic, and makes a significant contribution to the sporting driving characteristics of the car. A likewise unique rear panel, inspired by the particularly sporting design of the GT cars, rounds off the special look of the Porsche 911 Sport Classic together with the rear light clusters in clear glass.
The rear lid proudly bears a chrome-plated “911 Sport Classic” model designation and an “Exclusive” motif on the front right wing confirms the outstanding exclusivity of this small and very special model series. A bespoke car cover delivered in a matching bag comes as standard with each car, offering an indispensable detail for the collector.
Increased horsepower from 3.8-litre engine
The engine of the Porsche 911 Sport Classic features a newly-developed resonance intake system with six switching butterflies. The 3.8-litre flat-six power unit with Direct Fuel Injection is based on the engine already featured in the Porsche 911 Carrera S. However, working carefully on various details in the intake manifold has allowed Porsche engineers to increase engine output and torque, particularly in the medium speed range. Combined with modified cylinder heads, a new intake system and new engine management, the upgrades serve to raise engine output by 23 hp to 408 horsepower.
A particular highlight is the new, variable resonance intake system featuring six vacuum-controlled flaps switching between a more power- and a more torque-oriented geometry. Opening or closing simultaneously as a function of engine speed and the position of the throttle pedal, these flaps optimise the oscillation of air in the intake manifold for a better cylinder charge. The result is an optimum supply of fresh air into the combustion chambers under all conditions, maintaining maximum torque and optimising the torque curve – together with an increase in engine output.
The exhaust system specially developed for this unique model provides exactly the right exhaust gas counter-pressure, the high-gloss tailpipes with their classic grid inserts likewise purpose-built for the Porsche 911 Sport Classic. Beneath the rear lid, on top of the engine, lays a carbon fibre air filter housing to add a particularly powerful look.
As is typical of Porsche, the increase in engine power is achieved with maximum efficiency, and the Porsche 911 Sport Classic maintains the full fuel economy and CO2 emission ratings of the Porsche 911 Carrera S. cont….”
* Mech Specs:
Delivers 408 bhp/? Kw with 310 lb-ft/? N-m of torque, weighs in at 3139 lbs/? kgs has a 38% weight distribution to the front, pushed along by a 3.8 ltr Boxer Flat 6, running through a 6 Speed gearbox back to rear axle assembly running gears.
* Drive Specs:
- Speed = 7.3,
- Handling = 5.7,
- Acceleration of 6.4,
- Launch ability of 7.5
- Braking at 5.8.
10) 2010 Honda Mugen Civic Type-R 3D 200
“D” Class (PI-346) FWD
• In-Game Purchase Point – 52,000 cr
Ahh yes, the little egg-shaped ring-in I mentioned earlier. The 2010 Honda Mugen Civic Type-R 3D 200 sounds and goes like a race-proven 2lt sports car should, and it’s in a class many other sports cars aren’t in.
Yet, with some tweaking and additional parts in-game, you’ll have this little egg flying alongside some of the faster sports cars in the upper classes without too much bother.
In stock ‘in-game’ form it doesn’t get off the line all that well, as the FWD doesn’t seem to allow for the weight transfer properly and you’ll be grabbing top revs fast, but getting nowhere off the line.
To me, it seems that like it could do with being AWD rather than FWD? Plus the rear suspension in the Honda 2010 Mugen Type-R 200 has a simple, semi-independent torsion-beam rear suspension. Not quite as technically sophisticated as the multi-link rear-end under other Civic sedans.
Which could be part of its downfall in-game? I do know that it can prove troublesome for some situations in Real Life testing, so perhaps it is mimicked in-game.
Having said that, it’s in the corners this little beastie comes to life in-game once you have traction and direction worked out, funny that. The others in its class will out match it in some top-end speed situations, but if you do manage to grab some draft, stay really close to the leaders early on, you will manage to keep up with them, then jump out and snatch the position as they begin to brake for a corner – just do so carefully – ok.
Don’t be surprised though if you see the others coming up in the mirror again really quickly, let them pass, be a gentleman racer, not a road-hog please – remember, racing is about sportsmanship, not bumper-car-style racing (that’s for jerks), as you’ll soon be back up their tailpipe as corners approach.
It is in the back bends of Le Mans de Sarthe and the Bugatti circuit that the Honda Civic Mugen Type-R 3D 200 comes to life and pulls its self through them rather nicely thank you very much.
It could do with closer gears in some situations, as a change at peak in the wrong spot and clipping an edge or ruff patch, can throw you off-line and you’ll begin to oversteer with little or no control and if not careful, or you will find yourself in some understeer-oversteer madness while sliding rapidly towards a barrier.
But do it by just timing and carrying the gear change correctly, and you’ll be whizzing through the back bends with ease.
So plan your shift changes, and even hold back mid bend so you can power on and through the bend, leaving the others behind, and it is nice watching them disappear in the rear-view mirror. All in all the Mugen is a great little “D” class vehicle, and it will serve you well if you’re a Honda nut, and would make any Flying-Four owner proud to have in their garage.
The Mugen, (meaning ‘Infinity’ or ‘Forever’ in Japanese) is being made in a very short run by the UK division of Mugen Europe. Just 200 of the Type-R 3D 200 will be made in 2010, and they will only come in the customary Championship White Mugen is renowned for. A “select number” of Mugen Spart parts stores will be selling both new and used Mugen Type-R parts so that current Civic owners can mod their own civics and mimic the Factory produced Mugen Type-R 3D 200. All be without all the special badging that will make those 200 units that little be ‘special’.
Additionally, the “Concept Red Exterior car you see in some shots, not the production model, comes with the three gauges atop the dash near the A pillar. These are only available in a Type-R Option where you get two Recaro’s, stripped out rear fold down seat, Saves you 220 odd kgs, and the gauges . Normally in the Type-R the gauges are in the center of the dash above the cowling.
In-game the car is a beast in its class, and will prove a great ‘Tuner’ for those inclined in that genre of racing, and will be a welcome collection in any Honda owners garage. I found the Mugen exceptionally snappy, responsive, albeit somewhat hard to grasp speed with the fast revving 198bhp 2.0-litre i-VTEC engine Mugen have become world famous for.
The car is light, but rock solid in Forza 3, no dancing around like the heavyweights in the upper classes in the straights and approaching corners. This little puppy however can come unstuck if you don’t watch it in-game. Some tweaking ans suspension mods would see it really sticks to the track like glue, especially in the hands of someone that knows the FWD system enough to take full advantage of it.
Overall, the 2010 Honda Mugen Type-R 3D 200 is a great little sports car and will do the class proud. It would be your choice of car if you wanted to start off your career in “D” Class and work your way up through the Season’s Mode until the car couldn’t take you any further.
Basically, have fun with it, but in-game, don’t expect what you’d get in the Real World, the two are vastly different, just remember that.
Real World Counterpart:
On top of the standard features of the Swindon-built Type R (which of course, include Honda’s 201PS, screaming i-VTEC engine) the MUGEN 200 will boast the following:
Exclusive MUGEN front and rear bumpers with skirts
19-inch alloy wheels in ‘Lightning’ design
MUGEN rear badge
MUGEN Limited Edition number plaque
Limited Slip Differential
Championship White exterior paint
Gloss black door mirrors
A range of tuning parts, to further enhance the chassis dynamics of the Type R, will also be available as dealer fit options.
The order bank for the MUGEN 200 opens in March, when prices will also be announced.
This limited edition Type R continues the association between Honda (UK) and MUGEN Euro – the Northampton-based subsidiary of Honda’s long standing tuning partner MUGEN. Last year, MUGEN used its 36 years of experience and engineering expertise gained at the forefront of global motorsport, to further develop the Type R, and create the Civic Type R MUGEN of which just 20 units will be made. For more information, visit www.typermugen.com
Original MUGEN tuning parts available
From April, a network of Honda dealers will also offer an exclusive range of original MUGEN tuning parts for Type R owners to use to modify their own cars – both used and new. These parts will be available to buy from a number of selected dealers across the UK, and will offer a range of tuning and cosmetic parts, including sports suspension upgrades, lightweight wheels and interior trim. A list of the MUGEN partner dealerships will soon be available at www.honda.co.uk
BTCC team launched
The limited edition car also celebrates the launch of Honda’s BTCC team for 2010, continuing its long-standing relationship with Team Dynamics. The team will compete in two Civics – which will feature a similar White and Black colour scheme to the MUGEN 200 cars. More details will be announced before the first race of the season, which is at Thruxton on 4 April.”
Source – Honda Press release
* Mech Specs:
Delivers 237 bhp/148 Kw with 158 lb ft/193.0 N-m of torque, weighs in at 2718 lbs/? kgs has a 60% weight distribution to the front, pushed along by a Mugen built 2.0 ltr K20A DOCH 16 valve i-VTEC 4 cyl, backed up by a 6 Speed manual stick-shift gearbox which gets the power to the Limited Slip front drive assembly.
* Drive Specs:
- Speed = 5.3,
- Handling = 5.4,
- Acceleration of 4.6,
- Launch ability of 5.3
- Braking at 5.3.
OZ’s overall report on Forza 3′s DLC #2 Detroit Autoweek Show Pack.
The Jalopnik Car Pack #1 ( I believe there a few more coming) is well worth the 600 MSP they are asking for it, and a much better deal thatn the last DLC #3 pack they lumped on us last month. I’m now looking forward to spending some time, and credits on some of these, and acquiring almost all of the where possible.
Value for money this pack delivers, there might be perhaps two cars in the whole pack that are questionable, but not by much. It’s a person thing autosport, so one can be passionate about one brand, style or class of car, but as far as delivering a solid line up of great cars, Turn 10 have done it again, so hats off to the guys-n-gals at both Turn 10 and Jalopnik for their solid efforts this time round.
Do yourself a favour, spend the 600 MSP and grab the pack, you’ll have as much fun with it as I am having, perhaps more.
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.
Definitely deserves a solid 9/10 for this pack, great work Turn 10 and Jalopnik.
- 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.
Filed under: Blogbanter, Console gaming, Editorial, Forza 3, Game Impressions, GameBanter, New Xbox 360 Games, Racing, Tuning For Forza 2, Tuning for Forza 3, Xbox 360, Xbox 360 News, XboxLive Marketplace Tagged: | "Forza 3 Super Elite Bundle", "forza 3 xbox 360 250 gig bundle", "news on Forza 3 from E3", "V8 Supercars in Forza 3". v9 supercars forza 3., "le mans forza 3 announcement", 24 hour le mans, BMW, BMW E85 Z4, BMW E85 Z4M, E3 2009, Ferrari Italia 458, FMS3, Forza, Forza 1, Forza 3, Forza 3 250 gig bundle, Forza 3 artwork, Forza 3 car lists, Forza 3 DLC, Forza 3 DLC #4, Forza 3 Downloadable content, forza 3 limited edition, forza 3 logo, Forza 3 news, Forza 3 poster, forza motorsport, forza motorsport 3, Forza news, forza's new game, Forza3, Forzamotorsport, forzamotosport 3, forzamotosport news, Jalopnik, Jalopnik Forza 3 Car Pack, kaarbo, kaarbo designs, Ken Block, Le Mans, New official forza 3 logo, Official Forza 3 Artwork, Official Forza 3 Logo, Rod Saboury's 1963 Corvette, Super Elite Bundle, Taniguchi san, Taniguchi Time Attack Evo, Time Attack Evo IX, Turn 10 studios, Turn10, Worlds fastest street car