Orca C 113 Prototype News
09-25-2003, 10:38 AM
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Orca C 113 Prototype News
The Volvo T5 2.3 liter turbo engine will make this thing go as fast as an Enzo. But when Audi S6's engine gets tweaked...forget about it.
-------------------------------------------------------------
Orca C 113 prototype
Prototypically Swiss: The Orca C 113 could put Switzerland back on the auto-industry map
By MATT DAVIS
SUPERCAR PROTOTYPES will always represent one of the most exciting propositions in the business of automotive enthusiasm, though the prospect of driving one hard is always fraught with dangers, foreseeable and otherwise.
We spotted the Orca C 113 for the first time in Italy this past April and knew we had to give the Le Mans aspirant a try.
ORCA C 113
AS TESTED
ON SALE: N/A
BASE PRICE: N/A
POWERTRAIN: 2.3-liter, 375-hp, 399-lb-ft Volvo T5; rwd, five-speed manual
CURB WEIGHT: 1650 pounds
0-60 MPH: 3.5 seconds (mfr.)
PRODUCTION
ON SALE: April 2004 in Europe (mfr. est.)
BASE PRICE: $260,000 (mfr. est.)
POWERTRAIN: 4.2-liter, 641-hp, 664-lb-ft Audi V8; rwd, seven-speed sequential
CURB WEIGHT: 1874 pounds (mfr. est.)
0-60 MPH: 2.7 seconds (mfr. est.)
A few years back, when creator René Beck was finalizing the design for the car, a seven-year-old girl saw the car’s rear wing and said, “Look, it’s a Free Willy.” Hence the name Orca. The first “1” in the 113 moniker is to signify the first car and the “13” is there because it’s Beck’s lucky number.
Every single part of the car has been lovingly worked and assembled by Beck in the two-car garage at his home in Bern, Switzerland. The 440-pound aluminum chassis and 75-pound Aramid Kevlar composite body both emerged from the garage. The C 113 has been a 15-year project funded almost exclusively from Beck’s pockets—500,000 Swiss francs of his own ($374,000) and 250,000 ($187,000) from his dad, Harry, just for the materials. Father Harry—a plasterer by day—is in charge of the car’s overall fit-and-finish, both of which are impressive.
This mean blue ultralight prototype immediately puts you in mind of the B Engineering Edonis out of Campogalliano near Modena, a brutish acceleration animal driven by a twin-turbo version of the V12 from the short-lived Bugatti EB110. The transverse mid-engine in the current C 113 is the inline five-cylinder, 2.3-liter T5 Volvo unit that takes the 1650-pound supercar to a top speed of 205 mph and from 0 to 60 mph in just 3.5 seconds. With the help of a ceramic-rotor turbo (good for 18.9 psi of pressure and a short-term overboost of 21.8 psi) crafted specifically for this engine by local engineering whiz kid Roger Rutschi, maximum horsepower hits 375 at 5400 rpm, with torque maxing at 399 lb-ft at 3800 rpm.
Why the Volvo powertrain? Beck explains, “At first we had some interest in our project from Ford, but when the GT40 was approved all such outside high-performance involvements were stopped.” He adds with a grin, “At least this engine helps us meet the tough Swiss decibel regulations. The limit is 74 decibels and we’re at 73.9.”
Seeing as Orca won’t be getting any powerplants from the Ford group, another source was needed for the anticipated future C 113s. The turbocharged 4.2-liter V8 from the Audi S6 is already being worked over for that purpose by German tuner MTM (Motoren-Technik-Mayer) to the point that the only recognizable carryover from the S6 will be the aluminum block. The twin turbos this time are crafted by MTM and provide 11.6 psi of pressure each. Output is projected at 641 hp at 5400 rpm and 664 lb-ft at 4200, while dry weight goes up to just 1874 pounds.
Expert projections based on these variables—also taking into account the 0.26 Cd—put top speed at 258 mph and 0-to-60-mph acceleration at 2.7 seconds. It should take less than seven seconds to touch 200 km/h (125 mph) and in 15 seconds, the kilometer posts should be clicking by at 300 an hour (187 mph).
“We want the fastest road car in the world,” asserts Beck, echoing the seldom-realized ambitions of many a visionary.
We were the first magazine allowed to drive this sleek beast and good times were had. Getting in is a dance move: Step in with your right leg, firmly grab, underhanded, the roll bar at the headliner, ball yourself up pretty good and then swing in like a chimp.
We were right at home in the molded bucket seats created by Beck, with enough support to baby anyone for hundreds of miles. Snugging you in are four-point safety belts. Only problem inside is the steel roll bar that currently forces you to sit with your head cocked toward the center of the car, outer flank of skull leaned tenderly on said bar. “This is only for the prototype,” says Beck, “this will not be there in production.” Beck has covered 17,000 miles in this initial C 113 and it’s tough to imagine how. Overall height of the car is 40 inches, a la original GT40. When the roll bar is gone, headroom will still be at a premium though tolerable for anyone up to about six-foot-two.
Soft and grippy sport materials cover the seats and entire dash, and steering-column switchgear is pulled from the Volvo bin. (This will change in the new version as well.) Turn the ignition key and the pumped-up T5 burbles to life. The T5 engine barks pretty nicely during throttle blips and acceleration is like nothing Volvo ever had in mind. Transmission is also the standard Volvo five-speed manual, but the linkages have been dramatically shortened to the point that shifts require about a two-inch throw of the stubby, custom-aluminum lever milled by Beck.
A rather blatant sign that the C 113 is meant for competition is the Momo steering wheel, clamped to the tilted column in such a way that it remains in the same orientation as you turn it in tighter maneuvers, bringing the bottom edge awfully close to your face in a U-turn. The steering itself is highly responsive, of course, given the belly-scraping height, wide tracks and wheel/ tire combos. The wheels are 18x9.5 inches in front, 18x13 inches in back. Tires are Yokohama Z-rated, 255/35 front and 345/35 rear. Koni shocks actually provide a fairly supple ride.
Current brakes are pulled from a Formula Ford in front and from a late-1990s Ford Scorpio/Granada in back. Giggle you might, but they work superbly at this weight. The new C 113 will go high-tech with ceramic units from AP Racing.
Among other things changing on the new version is a seven-speed sequential stick shift as standard equipment and a nine-speed as an option. To aid in tight maneuvers while keeping the big wheels, a hydraulic system will lift the car an inch or so to avoid the tires scraping the wheel wells. Air conditioning and CD stereo with satellite navigation, non-existent in the car you see here, will be options.
Though things are moving ahead on C 113 No. 2, Beck, like all prototypists, is in search of investors to take the car to the next level. While I was there they were waiting to hear word from a private investor in northern Italy, a venture capital group in southern Germany and a Swiss brokerage house.
“We really only need five million francs ($3.8 million) to get started properly,” he tells me. That’s not a lot of money in my supercar dreamer experience and from what I saw during the drive, well worth it. Beck is aiming to sell 99 C 113s per year at a starting price of 390,000 Swiss francs ($280,000). There’s also an R 113 designed and ready to go. ‘C’ is for coupe as well as C class racer, ‘R’ for roadster.
The car is already homologated for Switzerland, and the rest of Europe is an easy next step. But Beck has his sights firmly set on North America.
“You have to sell there if you’re serious about all this,” he says. If all this takes off for these lovable Swiss lugs, Orca will be the first Swiss manufacturer since Monteverdi stopped building GTs in Basel in 1982. The latest version of the hit video game Gran Turismo—GT4 due in December—includes the C 113 as one of the supercars you can select to raise hell on the virtual streets. One more big step toward reality.
-------------------------------------------------------------
Orca C 113 prototype
Prototypically Swiss: The Orca C 113 could put Switzerland back on the auto-industry map
By MATT DAVIS
SUPERCAR PROTOTYPES will always represent one of the most exciting propositions in the business of automotive enthusiasm, though the prospect of driving one hard is always fraught with dangers, foreseeable and otherwise.
We spotted the Orca C 113 for the first time in Italy this past April and knew we had to give the Le Mans aspirant a try.
ORCA C 113
AS TESTED
ON SALE: N/A
BASE PRICE: N/A
POWERTRAIN: 2.3-liter, 375-hp, 399-lb-ft Volvo T5; rwd, five-speed manual
CURB WEIGHT: 1650 pounds
0-60 MPH: 3.5 seconds (mfr.)
PRODUCTION
ON SALE: April 2004 in Europe (mfr. est.)
BASE PRICE: $260,000 (mfr. est.)
POWERTRAIN: 4.2-liter, 641-hp, 664-lb-ft Audi V8; rwd, seven-speed sequential
CURB WEIGHT: 1874 pounds (mfr. est.)
0-60 MPH: 2.7 seconds (mfr. est.)
A few years back, when creator René Beck was finalizing the design for the car, a seven-year-old girl saw the car’s rear wing and said, “Look, it’s a Free Willy.” Hence the name Orca. The first “1” in the 113 moniker is to signify the first car and the “13” is there because it’s Beck’s lucky number.
Every single part of the car has been lovingly worked and assembled by Beck in the two-car garage at his home in Bern, Switzerland. The 440-pound aluminum chassis and 75-pound Aramid Kevlar composite body both emerged from the garage. The C 113 has been a 15-year project funded almost exclusively from Beck’s pockets—500,000 Swiss francs of his own ($374,000) and 250,000 ($187,000) from his dad, Harry, just for the materials. Father Harry—a plasterer by day—is in charge of the car’s overall fit-and-finish, both of which are impressive.
This mean blue ultralight prototype immediately puts you in mind of the B Engineering Edonis out of Campogalliano near Modena, a brutish acceleration animal driven by a twin-turbo version of the V12 from the short-lived Bugatti EB110. The transverse mid-engine in the current C 113 is the inline five-cylinder, 2.3-liter T5 Volvo unit that takes the 1650-pound supercar to a top speed of 205 mph and from 0 to 60 mph in just 3.5 seconds. With the help of a ceramic-rotor turbo (good for 18.9 psi of pressure and a short-term overboost of 21.8 psi) crafted specifically for this engine by local engineering whiz kid Roger Rutschi, maximum horsepower hits 375 at 5400 rpm, with torque maxing at 399 lb-ft at 3800 rpm.
Why the Volvo powertrain? Beck explains, “At first we had some interest in our project from Ford, but when the GT40 was approved all such outside high-performance involvements were stopped.” He adds with a grin, “At least this engine helps us meet the tough Swiss decibel regulations. The limit is 74 decibels and we’re at 73.9.”
Seeing as Orca won’t be getting any powerplants from the Ford group, another source was needed for the anticipated future C 113s. The turbocharged 4.2-liter V8 from the Audi S6 is already being worked over for that purpose by German tuner MTM (Motoren-Technik-Mayer) to the point that the only recognizable carryover from the S6 will be the aluminum block. The twin turbos this time are crafted by MTM and provide 11.6 psi of pressure each. Output is projected at 641 hp at 5400 rpm and 664 lb-ft at 4200, while dry weight goes up to just 1874 pounds.
Expert projections based on these variables—also taking into account the 0.26 Cd—put top speed at 258 mph and 0-to-60-mph acceleration at 2.7 seconds. It should take less than seven seconds to touch 200 km/h (125 mph) and in 15 seconds, the kilometer posts should be clicking by at 300 an hour (187 mph).
“We want the fastest road car in the world,” asserts Beck, echoing the seldom-realized ambitions of many a visionary.
We were the first magazine allowed to drive this sleek beast and good times were had. Getting in is a dance move: Step in with your right leg, firmly grab, underhanded, the roll bar at the headliner, ball yourself up pretty good and then swing in like a chimp.
We were right at home in the molded bucket seats created by Beck, with enough support to baby anyone for hundreds of miles. Snugging you in are four-point safety belts. Only problem inside is the steel roll bar that currently forces you to sit with your head cocked toward the center of the car, outer flank of skull leaned tenderly on said bar. “This is only for the prototype,” says Beck, “this will not be there in production.” Beck has covered 17,000 miles in this initial C 113 and it’s tough to imagine how. Overall height of the car is 40 inches, a la original GT40. When the roll bar is gone, headroom will still be at a premium though tolerable for anyone up to about six-foot-two.
Soft and grippy sport materials cover the seats and entire dash, and steering-column switchgear is pulled from the Volvo bin. (This will change in the new version as well.) Turn the ignition key and the pumped-up T5 burbles to life. The T5 engine barks pretty nicely during throttle blips and acceleration is like nothing Volvo ever had in mind. Transmission is also the standard Volvo five-speed manual, but the linkages have been dramatically shortened to the point that shifts require about a two-inch throw of the stubby, custom-aluminum lever milled by Beck.
A rather blatant sign that the C 113 is meant for competition is the Momo steering wheel, clamped to the tilted column in such a way that it remains in the same orientation as you turn it in tighter maneuvers, bringing the bottom edge awfully close to your face in a U-turn. The steering itself is highly responsive, of course, given the belly-scraping height, wide tracks and wheel/ tire combos. The wheels are 18x9.5 inches in front, 18x13 inches in back. Tires are Yokohama Z-rated, 255/35 front and 345/35 rear. Koni shocks actually provide a fairly supple ride.
Current brakes are pulled from a Formula Ford in front and from a late-1990s Ford Scorpio/Granada in back. Giggle you might, but they work superbly at this weight. The new C 113 will go high-tech with ceramic units from AP Racing.
Among other things changing on the new version is a seven-speed sequential stick shift as standard equipment and a nine-speed as an option. To aid in tight maneuvers while keeping the big wheels, a hydraulic system will lift the car an inch or so to avoid the tires scraping the wheel wells. Air conditioning and CD stereo with satellite navigation, non-existent in the car you see here, will be options.
Though things are moving ahead on C 113 No. 2, Beck, like all prototypists, is in search of investors to take the car to the next level. While I was there they were waiting to hear word from a private investor in northern Italy, a venture capital group in southern Germany and a Swiss brokerage house.
“We really only need five million francs ($3.8 million) to get started properly,” he tells me. That’s not a lot of money in my supercar dreamer experience and from what I saw during the drive, well worth it. Beck is aiming to sell 99 C 113s per year at a starting price of 390,000 Swiss francs ($280,000). There’s also an R 113 designed and ready to go. ‘C’ is for coupe as well as C class racer, ‘R’ for roadster.
The car is already homologated for Switzerland, and the rest of Europe is an easy next step. But Beck has his sights firmly set on North America.
“You have to sell there if you’re serious about all this,” he says. If all this takes off for these lovable Swiss lugs, Orca will be the first Swiss manufacturer since Monteverdi stopped building GTs in Basel in 1982. The latest version of the hit video game Gran Turismo—GT4 due in December—includes the C 113 as one of the supercars you can select to raise hell on the virtual streets. One more big step toward reality.
09-25-2003, 10:42 AM
#2
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The other lesson here is how much reliable power one can extract from their T5 Volvo. Answer: 375HP at only 5400rpm and 400lb-ft at 3800 rpm.
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09-26-2003, 08:46 AM
#10
The sizzle in the Steak
Sweeeeeedish Styling
09-26-2003, 11:55 AM
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Originally posted by thai
they should stay at making watches
they should stay at making watches
09-28-2003, 11:01 AM
#18
Work safe avatar bish :D
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Originally posted by thai
looks 80s-ish
they should stay at making watches
looks 80s-ish
they should stay at making watches
The C 113 has been a 15-year project funded almost exclusively from Beck’s pockets—
10-12-2004, 10:23 AM
#19
Senior Moderator
Updated! Here are more pieces of info on the next supercar (like we don't have enough 
)...Personally, I think it looks pretty nifty...but, then again, I'm complacent when it comes to a car that costs more than my home and car put together...
======================
2004 Orca C113
Story by Richard Owen
Rene Beck's vision of a supercar is the Orca C113. For the past 15 years, Rene has personally financed development of a car which rivals the Pagani Zonda, Porsche Carrera GT and Ferrari's Enzo. Rene states ''We will build the fastest road car in the world.''
Rene's project began in 1987, but just recently the first car was completed. At the 2003 Geneva Auto Show, Orca unveiled a fully drivable blue supercar registered for use in Switzerland.
Formed in 2004 with partner Ralph Beck, Orca is a new company dedicated to take the C113 to market. The company is focusing on the German, Austrian and Swiss regions by setting up a service network and promoting the C113 at car events and in major publications.
Rene used a modular design concept of for the construction of the C113. Its chassis consists of three large carbon fibre/nomex components which can be removed individually for maintenance. The body is made from ten pieces which are screwed in place for easy replacement. The whole structure is supported by aluminum inserts placed within the twelve carbon fiber layers that make up the chassis.
The first blue show car is based around Volvo mechanicals, including a 2.3-liter T5 Volvo engine, but Ford has backed out since the C113 is direct competition to the GT40. Subsequent cars use an Audi V8 engine specially prepared by MTM. Partnership with MTM is beneficial as MTM has an established support network, and extensive knowledge tuning Audis for the last 15 years. The V8 specifically prepared for Orca is the 4.2-Liter V8 from the Audi S6. A radical twin turbo modification offers 11.6 psi of pressure to create 641hp at 5400 rpm.
One highlight feature of the C113 is an active suspension provided by MAXTRAC. The system uses electronically controlled damping to ensure maximum adhesion. During tight maneuvers the system can raise or lower the ride height of the C113. Another highlight is the 7-speed sequential transmission or optional nine speed unit. With all the technology packed into the C113, it is hard to imagine the car is basically a homebrew machine built out of Rene's two car garage.
While success of the C113 as a serial production supercar has yet to be had, Rene has created a car and a company which is unique to Switzerland. The company is currentely seeking investment to start production. In the works is a roadster version but the next model will most likely be in the Sony's Gran Turismo 4.
Specifications
Year: 2004
Make: Orca
Model: C113
Origin: Not Available
Base Price: Not Available
Production: Not Available
Engine & Transmission
Position: Transverse, Mid Engine
Configuration: Twin Turbo Audi V8
Valvetrain: DOHC, 5 Valves per Cyl w/Varible Intake Manifold
Displacement: 4163 cc / 254.0 cu in
Power: 478.0 kw / 641 bhp @ 5400 rpm
Torque: 900 nm / 663.8 ft lbs @ 4200 rpm
Bore: 84.5 mm / 3.33 in
Stroke: 92.8 mm / 3.65 in
Redline: Not Available
HP / Liter: 153.98 bhp per litre
HP / Curb Weight: 754.12 bhp per weight
Gear Type: Sequential 7-Speed
1st Gear Ratio: Not Available
2nd Gear Ratio: Not Available
3rd Gear Ratio: Not Available
4th Gear Ratio: Not Available
5th Gear Ratio: Not Available
6th Gear Ratio: Not Available
7th Gear Ratio: Not Available
Final Drive Ratio: Not Available
Body / Chassis
Drive Wheels: RWD
Curb Weight: 850 kg / 1874 lbs
Length: Not Available
Width: Not Available
Height: Not Available
Wheelbase: Not Available
Front Track: Not Available
Rear Track: Not Available
Steering: Not Available
Body / Frame: Carbon & Kevlar Monocoque w/Aluminum Inserts
Front Brakes: AP Racing Internally Ventilated & Cross Drilled Carbon Discs w/8-Piston Calipers
Front Brake Size: Not Available
Rear Brakes: AP Racing Internally Ventilated & Cross Drilled Carbon Discs w/8-Piston Calipers
Rear Brake Size: Not Available
Front Wheels: F 45.7 x 24.1 cm / 18.0 x 9.5 in
Rear Wheels: R 45.7 x 33.0 cm / 18 x 13 in
Front Tires: Yokohama 245/35-18
Rear Tires: Yokohama 285/30-18
Front Suspension: Double Wishbones w/Inboard Spring Damper Units
Rear Suspension: Double Wishbones w/Inboard Spring Damper Units
Performance
Top Speed: 360.5 kph / 224.0 mph
0 - ¼ mile: Not Available
Lateral Acceleration: Not Available
0 - 60 mph: 2.9 seconds
0 - 100 mph: Not Available
EPA City/Hwy: Not Available
)...Personally, I think it looks pretty nifty...but, then again, I'm complacent when it comes to a car that costs more than my home and car put together...======================
2004 Orca C113
Story by Richard Owen
Rene Beck's vision of a supercar is the Orca C113. For the past 15 years, Rene has personally financed development of a car which rivals the Pagani Zonda, Porsche Carrera GT and Ferrari's Enzo. Rene states ''We will build the fastest road car in the world.''
Rene's project began in 1987, but just recently the first car was completed. At the 2003 Geneva Auto Show, Orca unveiled a fully drivable blue supercar registered for use in Switzerland.
Formed in 2004 with partner Ralph Beck, Orca is a new company dedicated to take the C113 to market. The company is focusing on the German, Austrian and Swiss regions by setting up a service network and promoting the C113 at car events and in major publications.
Rene used a modular design concept of for the construction of the C113. Its chassis consists of three large carbon fibre/nomex components which can be removed individually for maintenance. The body is made from ten pieces which are screwed in place for easy replacement. The whole structure is supported by aluminum inserts placed within the twelve carbon fiber layers that make up the chassis.
The first blue show car is based around Volvo mechanicals, including a 2.3-liter T5 Volvo engine, but Ford has backed out since the C113 is direct competition to the GT40. Subsequent cars use an Audi V8 engine specially prepared by MTM. Partnership with MTM is beneficial as MTM has an established support network, and extensive knowledge tuning Audis for the last 15 years. The V8 specifically prepared for Orca is the 4.2-Liter V8 from the Audi S6. A radical twin turbo modification offers 11.6 psi of pressure to create 641hp at 5400 rpm.
One highlight feature of the C113 is an active suspension provided by MAXTRAC. The system uses electronically controlled damping to ensure maximum adhesion. During tight maneuvers the system can raise or lower the ride height of the C113. Another highlight is the 7-speed sequential transmission or optional nine speed unit. With all the technology packed into the C113, it is hard to imagine the car is basically a homebrew machine built out of Rene's two car garage.
While success of the C113 as a serial production supercar has yet to be had, Rene has created a car and a company which is unique to Switzerland. The company is currentely seeking investment to start production. In the works is a roadster version but the next model will most likely be in the Sony's Gran Turismo 4.
Specifications
Year: 2004
Make: Orca
Model: C113
Origin: Not Available
Base Price: Not Available
Production: Not Available
Engine & Transmission
Position: Transverse, Mid Engine
Configuration: Twin Turbo Audi V8
Valvetrain: DOHC, 5 Valves per Cyl w/Varible Intake Manifold
Displacement: 4163 cc / 254.0 cu in
Power: 478.0 kw / 641 bhp @ 5400 rpm
Torque: 900 nm / 663.8 ft lbs @ 4200 rpm
Bore: 84.5 mm / 3.33 in
Stroke: 92.8 mm / 3.65 in
Redline: Not Available
HP / Liter: 153.98 bhp per litre
HP / Curb Weight: 754.12 bhp per weight
Gear Type: Sequential 7-Speed
1st Gear Ratio: Not Available
2nd Gear Ratio: Not Available
3rd Gear Ratio: Not Available
4th Gear Ratio: Not Available
5th Gear Ratio: Not Available
6th Gear Ratio: Not Available
7th Gear Ratio: Not Available
Final Drive Ratio: Not Available
Body / Chassis
Drive Wheels: RWD
Curb Weight: 850 kg / 1874 lbs
Length: Not Available
Width: Not Available
Height: Not Available
Wheelbase: Not Available
Front Track: Not Available
Rear Track: Not Available
Steering: Not Available
Body / Frame: Carbon & Kevlar Monocoque w/Aluminum Inserts
Front Brakes: AP Racing Internally Ventilated & Cross Drilled Carbon Discs w/8-Piston Calipers
Front Brake Size: Not Available
Rear Brakes: AP Racing Internally Ventilated & Cross Drilled Carbon Discs w/8-Piston Calipers
Rear Brake Size: Not Available
Front Wheels: F 45.7 x 24.1 cm / 18.0 x 9.5 in
Rear Wheels: R 45.7 x 33.0 cm / 18 x 13 in
Front Tires: Yokohama 245/35-18
Rear Tires: Yokohama 285/30-18
Front Suspension: Double Wishbones w/Inboard Spring Damper Units
Rear Suspension: Double Wishbones w/Inboard Spring Damper Units
Performance
Top Speed: 360.5 kph / 224.0 mph
0 - ¼ mile: Not Available
Lateral Acceleration: Not Available
0 - 60 mph: 2.9 seconds
0 - 100 mph: Not Available
EPA City/Hwy: Not Available
10-12-2004, 10:25 AM
#20
Senior Moderator
Here are some more pics in case you can't get enough...
10-12-2004, 11:19 AM
#23
Even the NSX looks more modern than this.
10-12-2004, 01:51 PM
#27
The sizzle in the Steak
Pure Crap!
10-12-2004, 02:18 PM
#28
Senior Moderator
Originally Posted by N.O.6speed
ugly car, sounds fast on paper, though.
10-12-2004, 03:17 PM
#30
Senior Moderator
looks like a kit car. an ugly one. :<
10-12-2004, 04:21 PM
#32
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looks cool and i've always been a closet volvo fan but it's styling makes me think it could go the way of the Vector - very unique but very ugly-looking after a few years.
10-12-2004, 04:39 PM
#33
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The only good thing about this car.
In the works is a roadster version but the next model will most likely be in the Sony's Gran Turismo 4.
In the works is a roadster version but the next model will most likely be in the Sony's Gran Turismo 4.
10-14-2004, 04:57 PM
#34
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its ugly, but if i had to choose a car to use, to get away from cops...id use this.
dunno why, thats the vibe i get, i wanna use this car to lose the cops while im on a top secret mission
goodnight
dunno why, thats the vibe i get, i wanna use this car to lose the cops while im on a top secret mission
goodnight
01-16-2005, 10:14 PM
#35
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Originally Posted by Red Nj-s
I like the F40 look to the car. Good job Sweeden.
01-17-2005, 12:17 AM
#39
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So WTF are we finally agreeing that this is a Swiss (not Swedish) car....
Riiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii ight...
The article clearly states that the car is from SWITZERLAND... (that's in Europe)
Not Sweden (that's in Scandanavia)... power train fine but not the car...
So let's all say it together...
Swiss from Switzerland...
BTW... I have seen better designs... not bad... not great...
Ciao
Riiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii ight...
The article clearly states that the car is from SWITZERLAND... (that's in Europe)
Not Sweden (that's in Scandanavia)... power train fine but not the car...
So let's all say it together...
Swiss from Switzerland...
BTW... I have seen better designs... not bad... not great...
Ciao
