As I clicked purchase on my most recent garage addition I realized that I now owned the complete set of GT2 racecars (minus duplicates with different liveries). Naturally, I did what any lead-foot nutjob would do: drive all of them!
For much of the time I played this game I regarded true racecars as too similar to hold my attention; cars that are nearly identical with different badges painted were boring to me, I much preferred the variety afforded to me in street-legal classes from C425 to S700.
Then I discovered the GT2 racing class that is wide open to manufacturers using all manner of layouts based on their production sports cars. I fell in love immediately and began accumulating GT2 racers like candy. Given the vastly different cars at your disposal in GT2 it’s no surprise that they are all vastly different machines to pilot at the limit. I thought I’d put up a little opinionated info on each of them as I flogged each one around the track.
I should note that I drove all of the cars with zero upgrades (not even new wheels). Since everyone has their methods/preferences when it comes to upgrading cars I felt that I should comment on the raw baseline rather than my personally modified version. Also I won’t be covering either of the early model R2 class GT2 Vipers because they aren’t really comparable to the rest of this hotly-contested field.
E46 M3 GTR
Running the cars bone stock means this little homologation special hot rod is at a rather notable disadvantage (almost 30 performance points down from the Ferraris), at least on paper anyways. On the track there is far less of a performance deficit than the numbers suggest; even stock vs stock the guy in the Ferrari 458 needs to worry about the E46.
What I enjoyed most about piloting the E46 was it’s demanding nature. It demanded perfection, period. Many of the others in this class can be quite forgiving for a racecar. The E46 GTR is not like those. The characteristic snap-oversteer from the production E46 is still present and flaws in the tune become more apparent. Expect to tune this car to each track and be prepared to make it a pin-point setup. Simply having my front ARBs too stiff by 0.5 cost me over a second on Laguna Seca and no matter how hard I tried to compensate by flinging the car into the corners it just would not corner anywhere near its potential.
If you’re not familiar with the GTR variant of the M3, the first thing you’ll likely notice when you drive it is that is NOT an inline-6 note bellowing from the exhaust haha! The GTR was a special edition to homologated BMW’s new 4.0L V8 designed and intended purely as a racing motor (among numerous other aerodynamic and chassis improvements such as a carbon fiber roof). Keep your gearing tight and your tach needle buried deep. That screaming V8 is my favorite sound in all of GT2. It’s amazing, glorious, and I find myself holding out the gears to the point of bouncing off the limiter just to hear that motor sing! There are few engine sounds in the world I like as much as that BMW 4.0L V8 and let’s just say the building I drive to every weekday morning has an engine dyno in it so I’ve heard my fair share of racing engines haha!
Sound aside, the 4.0L V8 seen here in the E46 is a very different animal from the V8 in the next E92 generation of M3. The next-generation production M3 V8 is just that: a road car motor that was derived from the earlier racing motor. The 4.0L seen in the E46 GTR was a ground-up race engine design from the start and it behaves as such. Every other car in GT2 has a production road car engine modified for racing (tweaked for high-rpm reliability then choked down in some cases). The E46 GTR is the only car sporting a 100% thoroughbred competition powerplant. The reason I stress this is where many other engines in GT2 bog down when they drop below the powerband, the V8 in the GTR straight up falls on its face! Generally in GT2 you can expect to get one good transmission setup per car and adjust the final drive as needed, some won’t even need that. I retune the entire gearbox of the GTR per track, often 6th will be the only constant ratio and even that changes for a few of the longer courses. The M3 GTR is a high-maintenance track weapon that should be treated more as if it were an outright prototype than merely a modified street car like the rest.
Another area the E46 shines is the dashboard display (if you race in cockpit view). The blue backlight makes it easy to read the digital tach and speed displays. It’s a bit smaller than some of the others, but still better than average and I can easily race without needing the game’s HUD speedo/tach on the side.
Overall, it’s a great car and one of the most fun to tune/drive for me. Even with a bad tune I still have a smile on my face every time I drive it, and that’s what it’s all about!
E92 M3
The biggest problem with the E92 M3 is driving it immediately after the E46. The newer one has a higher performance rating, is easier to control, needs less obsessive attention to tuning details, makes its max torque a full 1000rpm lower, and is no longer a frantic scramble of gear changes to keep the engine above 6500rpm. So what’s the problem? It’s based on a production road car. It feels watered down somehow, more lethargic. For all intents and purposes it should be the better car, and somehow even if it is faster it manages to never feel like it.
Hang on, how can I call the E92 a road car when the E46 was as well? Yet again we arrive at that GTR moniker: it shared very little with the production E46 beyond the basic chassis/bodywork and even those were modified. The whole suspension had been retuned beyond simple springs/shocks (all of the angles were reevaluated in an attempt to make the whole
Package more aggressive). The lowered ride height and carbon fiber roof substantially dropped the center of gravity. Everything inside was stripped minus one button to start the car. The bodywork was changed noticeably in order to homologated the new aero package. All in all, the E46 GTR was a semi-prototype they made a minimal number of to (barely) legalize it for racing and every part on it reflected that intent. On the track it feels raw, precise, and highly agile. Stepping into the E92 afterwards is rough when you’ve just been in what is essentially the BMW M3 version of the Nissan R390 or Mercedes CLK-GTR.
Compared to the other cars in GT2, there’s absolutely nothing wrong with the E92. It’s pretty mild-mannered to tell the truth, not hard to drive fast with a few quick adjustments. I packed the gears a little too close with the previous generation of V8 M3 still on my mind, otherwise I had no real complaints apart from interior HUD stuff. One thing it did have was character, the rev-happy V8 made the car feel quite spunky compared to some of the bigger V8 cars. It was certainly fun getting it to scream up to that 8500rpm redline! It may have been a bit boring in the handling department, but flogging that little 4.0L all over Sebring made up for it.
My minor complaint with it was the in-dash display was too dark for me to read. The shift lights are nicely placed, although I still ended up with the game’s HUD speedo turned back on.
996 GT3
While I’ll profess to holding little, if any, bias towards or against any of the manufacturers represented in GT2, I will mention that something about the driving dynamics of the Porsche 911 simply click with me. Yes the Porsche 911 GT3 has a refined chassis that is designed to perform well on the track so it can feel excellent to almost anyone, but it clicks with with me like second nature better than any other car in this class. I just wanted to throw that out there as I’m going to give every Porsche in this group high compliments since, for lack of a better explanation, they are the car that I can jump in and go fast naturally. Your mileage may vary.
First up is the older 996 generation 911. At 2,480lbs it’s actually the lightest GT2 car, though with only 438hp on tap it’s also the least powerful. Don’t let the peak power figure or the relatively peaky dyno chart fool you, it’s still a Porsche flat-6 race motor so expect smooth, linear power delivery with excellent mid-range grunt. Like the M3 GTR, the 996 GT3 wanted the gears crammed tight to keep that 3.6L spinning. I opted for a very close Quaife transaxle setup (6th gear was still numerically higher than 1.00) using a 4.00 final. Don’t pay much attention to the 6.4 speed rating as all GT2 cars will top out at roughly 165-175mph, downforce settings will likely play more of a factor than the displayed speed rating. That said, the 996 has the lowest default top speed in the class (being the 165mph end of that range I gave). Close gearing coupled with the broad powerband of the motor can have it on par with or even pulling away from the pack anywhere besides the longest straights. I wouldn’t expect this car to win at Old Le Mans, anywhere else it can be a real threat in the hands of a competent Porsche driver.
The 996 is summed up in one word for me: responsiveness. At Laguna Seca it posted some of the best lap times, on the first lap I was actually battling the last place LMP2 car because it was holding me up hahaha! Of course, when we got the straight the LMP2 cars were gone to never be seen again but nonetheless any doubt in my mind of the 996 being a contender was quickly erased when I was up the exhaust of a prototype.
It’s only slightly less picky about its tune than the E46. Mine was only about 90% dialed in (rear was still loose on corner exit from rolling too far onto the outside of the tires) and I know getting it 100% for individual tracks could have me posting my best overall lap times. However, the Porsche 911 naturally fitting my driving style probably plays a part in that. Either way, the 996 can hang with the best in GT2 and should not be considered an underdog (especially in the hands of a good driver that can take advantage of its highly responsive chassis).
2007 997 GT3
The added weight takes away almost nothing from the precision handling compared to the 996. The early 997 GT3 stills feels very light on its feet and an experienced Porsche driver could easily make quick work of any who dare oppose this car. The engine has gone from good to high-revving lunacy with the new 9100rpm redline. Power comes on abruptly at around 7000rpm and the acceleration is psychotic for a GT2 car. What I’m saying is this car is the handling of the 996 and the horsepower to hang with the big dogs. This is my preferred car to tune to 800 performance points and run races with. It gets the job done in every department.
The problem is you’ll likely need to have some seat time with other Porsches to properly understand and tune it. It was the pickiest one of the 911 group to tune and the handling is razor sharp if you know what to expect, a driver unfamiliar with the nuances of Porsches may have some issues trying to keep this car on the track.
For gearing I found the standard RSR set (lightly modified to 31.5/2.44/2.00/1.63/1.37/1.15) works well for any track. I use a selection of 3.44/3.77/3.88/4.00 final drive ratios to dial it in per track but I never have to fool with the actual transmission itself.
One other item I like on this car is the blue backlight on the information display, identical to the one in the M3 GTR. The downside is you have the world’s worst shift light: too small to see, I’m not 100% sure if the lights on it even work at all, and it sits up on top of the dash so it blocks a very small bit of visibility out of the windshield. You won’t really notice it in the way of your view, but the fact that I can’t use it and it’s in the way makes me hate it that much more.
2011 997 GT3
Everything that the early 997 GT3 is, the new 997 GT3 is not. It’s a Porsche GT racer without needing an experienced Porsche driver to get it around the track quickly. It trades the hyper-responsive nature of the other two Porsches for a more refined, more stable, more forgiving ride. That’s not to call it slow, in reality it set some of the best lap times of any GT2 car I drove, it’s just a different experience. This GT3 has the freshly homologated aerodynamics package along with the engine being punched out to 4.0L with a focus on a broader powerband rather than the outright power figures of the other two. What that all boils down to is a Porsche 911 GT3 racecar that most people could drive fast. It’s smoother through the corner, the power comes on linearly from anywhere in the rev range, and it hugs the track without a simple mistake leading to tail-happy shenanigans.
Also worth mentioning is my beloved blue backlight on the dash display is gone and the shift light is still just as useless.
Viper GTS-R
This is where we can start seeing the large variety of cars to choose from and how many different philosophies can still be competitive in this class. Weighing a massive (for a racecar) 265lbs more than the 996 GT3, the Viper almost seems out of place lined up against a specialized track weapon like that Porsche. And yet, the Viper can keep pace with anything else in GT2.
I admitted my slight bias towards Porsches since they fit my driving style. Now I have to admit that if I were to say I’m biased against any car represented in GT2, it would be the Viper. By my own criteria, I should love it. I have the utmost admiration for cars that get it done with mechanical grip alone, opting to shun electronic driving aids like traction/stability control (or even ABS for much of the Viper’s early life, although ABS is where I can make an exception as better braking capabilities save lives on the public streets). It’s why I gravitate towards cars like the F40, Zonda, etc. But somehow the Viper never appealed to me. Even now this GT2 class Viper is not something I particularly enjoyed driving, though I will still recognize it as perfectly capable of winning a GT2 race against any other car.
In fact, the Viper could be the easiest of all the GT2 cars to control at the limit. I know how insane that statement must sound when I’m talking about a heavy American car with a mammoth 8.0L V10 in the front; the car itself is the epitome of overkill! How is it that a Viper of all things earns my vote as easiest one to drive fast?
For starters, the engine has a massive restrictor plate that essentially kills any massive blast of power to the rear tires. It takes the original GT1 Corvette C5.R principal of big engine being heavily choked down to the max. You’re left with an engine that makes a little less power than others in its class, the difference is that big engine makes its power at every part of the tachometer any racecar driver would consider letting his engine rev at (and even some parts no sane driver would use). Coming out of a hairpin at 35mph? Shove the thing in 3rd gear and it pulls on ahead like this is normal even from 2500rpm. Trying that same trick in the E46 would bog the motor to the point the car stops accelerating and the engine just yells, “Why would you do this to me?” The Viper almost reminds me of a German luxury-performance car like the E34/E39 M5, it accelerates without you realizing just how fast it’s actually accelerating. The Viper didn’t “feel” fast as it loafed around the track at a lazy 4000-5500rpm; it honestly felt kind of boring. I was expecting the stereotypical outrageous Viper that goes around as if it was Jack The Rear Tire Ripper, ready to turn rubber to smoke as soon as I gave it an ounce too much throttle. That never happened. Instead it was the racecar equivalent of a locomotive: chugged along, took corners exactly where I wanted, made horrid noises I wish I didn’t have to listen to, and there was zero drama at any point. Grip, torque, first place, repeat.
On top of the anti-rev engine up front, the other standout feature of the Viper is it has downforce. More of it than any other GT2 car by a measurable margin. The max front downforce on the Viper is about 30 higher than the max rear downforce on the E46 M3. Get what I’m saying now? You have a down-tuned engine in a car that’s stuck to the road like glue, you almost have to be trying to make a mistake in this car for it to do anything other than float effortlessly around the track.
Getting the low-end power to the road means going the exact opposite of the tightly-spaced gearing used on most other GT2 cars. With max power being at 5000rpm and redline at 6200rpm that means you’ll want your 6th gear somewhere between halfway off the chart and Chevy 6-speed fuel mileage overdrive. I went with the standard Viper T56 gearing for the first four (2.66/1.78/1.30/1.00) and used a 0.85/0.76 double overdrive combo with a 3.55 set in the rear. At first that might sound long even for Old Le Mans until you run it for yourself. With the redline being 1200rpm higher than peak horsepower and the V10 delivering a mountain of torque, the wide ratio spacing actually helps the Viper make efficient use of its broad powerband. When you hit 6th you’ll still be wafting along at ~5000rpm where your max power is and it can help you squeeze a couple mph extra over a Viper that is trying to do 170mph closer to the redline where the power curve has already dropped off a bit.
Overall, there isn’t much bad to say about the new Viper other than I absolutely hate the way it looks and sounds. For as easy as it is to drive, I just cannot stand driving a racecar that sounds like a trash compactor. So yeah, there’s my logic for you. The Viper is an amazing GT2 racer that is mind-numbingly easy to drive fast and I despised every second I spent driving it (about 75% of my disdain stems from the wretched droning coming from its exhaust pipes that could make a T4 rally raid truck sound amazing and the other 25% is the loss of brain cells from having to look at it).
Panoz Esperante
The Panoz Esperante is like that guy that goes to a party then the next day no one remembers seeing him there. It is average to the point of being monotonous. The Esperante got a 3.0 GPA in high school, went on to get a communications degree from community college, and now lives in a middle-class suburb with two kids and drives a Toyota Camry. The car works like it should. There are no glaring flaws or particular characteristics that define this car or make it unique in some way. You turn it on and it goes around the track without doing anything memorable, good or bad.
Perhaps its mediocrity should stand as a testament to Panoz: it’s well-mannered on the track to the point that you can forget what kind of car you’re driving, which is no small feat for a GT car. The Panoz company is much like McLaren: primarily rooted in the racing world and they occasionally build something with license plates. Panoz made a racecar that does exactly what you expect and nothing else, even the lap times were dead center average for all the cars I drove.
I guess the only real defining element of the Esperante is its engine: a 4.6L Ford Modular V8 bored out to 5.0L displacement for racing. I believe the GT2 class racecars used the aluminum block, although at that time Ford was no longer getting the awesome Teksid castings and the aluminum blocks were of the weaker Windsor variety. Pretty much anything Ford 4.6/5.4L V8 performance besides the GT supercar was using the iron block for strength, I think Panoz still used the aluminum one for their GT2 race engines but I wouldn’t be surprised to learn they used (or possibly switched to) the iron one given the poor reputation of the Windsor castings for holding up under power. Either way we have essentially a bored-out DOHC 4.6L from a Mustang Mach 1 or Mercury Marauder, from the standpoint of someone who deals with high-performance engines on a daily basis I have to say the Modular is not a particularly impressive engine for racing purposes. While the GT aluminum 5.4L castings are known to be substantially better than the standard Windsor and the DOHC head design isn’t nearly as garbage as the SOHC one, it’s still not something I’d want for endurance racing. The 5.4L especially due to the longer stroke (one of the few modern undersquare engines although BMW and Audi certainly both did a lot better job designing theirs) as it is known for the rods/pistons placing excessive side load against the bore and effectively “egg shaping” the cylinder. Obviously this effect becomes more pronounced the harder the engine is pushed.
Anyways, none ofthat BS matters in Forza land! What you’re left with is a medium-displacement Ford DOHC V8 that has a rather distinct powerband (keep it above 5750-6000rpm or else it bogs down noticeably). You’ll need gearing that is close enough to keep the revs up but not super-WRC-close like the E46 and 996 GT3. The real racecar used a Hewland 6-speed, I simply grabbed the ratios from a Richmond road race 6-speed since they were exactly what I had in mind (2.77/1.88/1.46/1.19/1.00/0.84) for a semi-close single overdrive 6-speed suitable for a V8 powerband, with a 3.55 rear gear they work great and that setup could realistically be used effectively from Tsukuba to Sarthe without need for changing ratios.
Panoz Abruzzi
It’s a little unfair to think of the Abruzzi as the Esperante 2.0 because it is truly a very different car at heart. There’s no getting around this car is ugly. It’s not dethroning the Zimmer as ugliest car you hope to never see, but the looks alone make me cringe at the thought of driving it. Which is a real shame given that the Abruzzi is the GT2 sleeper car.
It’s the Esperante’s handling stuffed with GM OHV LS-series V8 power. Essentially it’s the Corvette’s engine with notably more displacement and even better top-end. That’s madness, that would mean it sticks like glue and has power literally almost everywhere! Yeah, pretty much. So how is it a sleeper? When was the last time you drove it? Did you ever drive one at all? The fact is that this is the clandestine Ferrari killer. With a good tune the Abruzzi had little trouble setting the fastest lap times on almost every track, not even the Jag XKR or Ford GT could contend with it on many tracks.
The problems arise when you race in cockpit. The dash layout is quite good with the same blue light display thing lower down the dash while a shift light is placed well enough to be visible in your peripheral vision. Not bad at all. Throw in a wide-angle rearview mirror and it’s hard to beat this car’s ergonomics. At least until you account for the windshield visibility. You might be better off with sonar and a periscope. You have the equivalent of a WW2 tank driver’s view port. If you can get around the fact that you can barely see out the thing, then the Abruzzi has few equals and will prove itself as a top-tier performer that can topple the other class leaders.
Jaguar XKR
When I say let’s race in a GT series with some of the best production sports cars in the world is imagine you’re thinking of racing in names like the Corvette, Porsche 911, etc. I’m sure many of you immediately thought of the Jaguar XKR as your weapon of choice for racing door-to-door with a Ferrari F430 or Lamborghini Gallardo, right? I mean that’s clearly a no-brainer!
Or, if you’re like me, when you’re in your Ferrari F430 and you see a Jaguar XKR on the starting line you first thought is: “Dude, who parked their yacht on the race track?” The Jaguar XKR seems almost a bit out of place here like it’s punching above its weight class, and you might be in for a surprise when suddenly you’re trying to catch that yacht in front of you.
The Jag is no slouch and will put a hurting on any GT2 car that underestimates it. The XKR is the guy that everyone made fun in school them over the summer he suddenly became a bodybuilder and is ready to start beating up on all those sissy sports cars that made fun of him.
Alright, it’s still an XKR not an XJ220. It’s not out smashing records and breaking the 200mph barrier on public highways, but it is the sleeper car of GT2. Let’s get the obvious out of the way first: the XKR is big and heavy. It’s only 11lbs lighter than the E46 M3, 30lbs under the Ferrari 458, and ties with the Viper, Corvette, and Abruzzi at 2,745lbs. Where the XKR wins is in the battle of tire size. The 300mm fronts are equal to its heavyweight brethren, the 330mm rears are matched only by the Gallardo (closest other big car is the Corvette with 315mm rear rubber). For non-metric folks, that’s 12.4in tires on the Corvette and 13.0in tires on the XKR. When you’re trying to put over 500hp to the ground that extra rubber can be a nice thing to have. Unlike some of the other more performance-oriented cars in this group, the Jaguar’s tune can take a little more finesse to get setup correctly. It’s not the simple drop tire pressure, add camber, remove stupid -0.5 rear toe, add downforce, raise ride height, set LSD, and bump up caster as needed procedure that some of the other cars can get away with. Out of the box it has lots of grip then at the limit, where the other cars would normally break the rear tires loose, the Jaguar suddenly goes into catastrophic under steer straight off the track.
Get the bouncy bits sorted and now you you start paying attention to this big cat’s roar. And ROAR that 5.0L V8 does! What a sound! The XKR might be worth driving for that exhaust note alone. The only problem is the ridiculously small powerband window. It’s not going to bog down like the M3, but under 5500rpm the acceleration is sub-par (you can feel a surge coming on at 6000rpm so in a perfect world try to stay above that) and can cost you valuable time. Then there’s the 7000rpm redline, leaving only a small range you’ll want to keep the revs in. I tried numerous ultra-close gearboxes that had 1st somewhere around 2.45-2.20 and 6th was only a 1.00 direct drive with a 3.46 final; I determined I was better off splitting the difference in 1st and 2nd rather than the wide 1st causing the engine to bog down at low speeds. I ended up with 2.92/2.07 set for the first couple and still only ran it out to the 1.00 straight gear in 6th. I’d probably end up dropping the final from 3.46 to somewhere in the 3.25-3.35 range on long tracks like Sarthe or Road America, otherwise keep the engine screaming for mercy at all times.
Speaking of which, if you’re a cockpit racer turn your speedometer back on for this car. The Jag has quite literally the most useless dash display I’ve ever seen in any car. The only thing that isn’t too small for the TV to try to display is the tachometer. I use that term loosely. In reality the tachometer is just a green line on a black background. Great, except the rest of the dash is also black so you can’t quickly determine where the green tachometer line is even supposed to end to figure out how close you are to the redline without leaving your eyes off the road for longer than you should. Completely useless junk, use the HUD speedo/tach and save yourself the frustration of crashing while you were trying to read the car’s tach.
One interesting bit with the XKR is that I unintentionally began using it as my benchmark to judge the other cars. Those that beat the Jag’s lap times were the faster cars and the slower ones needed more work tuning/driving to be competitive. It’s not that the Jaguar was the ultimate performer up to that point or even the car to beat, after I ran the Jaguar I compared the next car’s lap times directly to it and that just sort of stuck after that. I guess subconsciously using this car’s performance as my gold standard by which a fast car was determined should say it all: the big XKR has serious potential and it consistently performed well at every track I drove it on.
Lamborghini Gallardo
It’s big, wide, and somehow never seems to live up to what the horsepower and weight figures suggest the car is capable of. I didn’t spend much time in it as it felt bulky and sluggish. The powerband is wide and smooth, yet somehow it manages to feel underpowered against many of the other GT2 cars. Some people love this thing. I’m not one of them. To me it felt like I was trying to drive a UPS truck.
Corvette ZR1
I want to like this car. I want to like it because I have more history with classic and modern Corvettes than probably any other noteworthy car, ranging from things like a '57 fuelie to C6 Lingenfelters or even some I can’t really talk about on a public website. And yet, the GT2 ZR1 does just about everything in its power to make me not want to drive it!
The performance is nothing noteworthy, on par with the Jaguar but nothing special. The cockpit’s instrument layout is nonexistent. In a straight line it feels too underpowered. Around corners it feels too heavy. Aside from the heavenly auditory overload coming the exhaust pipes, there’s very little about this car that I enjoy. I wish I had something better to say about it, but it doesn’t do anything that I can give any compliments about.
The one noteworthy feature of the car is the rear view mirror is replaced with a rear view camera that has a screen display in the center of the dash. That’s about it.
As a side note, I feel I need to debunk an urban legend about the nature of the 5.5L engine. Most folks will try to tell you Chevy pulled a simple crank swap (which they did actually do in 1967 to create the original 302 motor for the Z28 Camaro option) by stuffing a 3.267in crank from a 4.8L into a 6.0L block. While that would technically work to create close to a 5.5L engine, the reality is the C6.R uses the larger 6.2L block (the 4.06in bore gets bored 0.030in to total a 4.09in bore) coupled with a special 3.185in crank. Why go through the trouble when a suitable combination already exists? While I can’t directly answer that question, I could speculate as to the theoretical reasons. Theoretically the older LS7.R block might have required extensive modifications to be fully race-prepped, these theoretical modifications are not really publicized due to their obviously theoretical nature. Given that the architecture of the newer generation 6.2L motors is notably stronger, particularly in areas where these theoretical modifications might have been needed, making it far more race-ready as cast compared to what would theoretically need to be done on the older LS7 and such. Like I said, this is all pure speculation here lol.
Ford GT
Ferrari F430
Ferrari 458
TO BE FINISHED LATER