We're Most Excited To Drive These Cars In Need For Speed Unbound

The "Need For Speed" franchise needs no introduction. While countless versions have enticed avid gamers, it's the latest iteration — "Need For Speed Unbound" — Electronic Arts' latest car racing video game is just around the corner, with an official release on December 2, 2022.

As with any NFS game, cars play a pivotal role, and things are no different in "Need For Speed Unbound." According to EA (Electronic Arts), the roster includes 143 cars, all of which—in typical NFS fashion—can be modified with custom vinyls, rims, body kits, and so on.

Just about every mainstream carmaker you can think of is part of the game. Being able to virtually experience them will be nothing short of exciting. Especially considering how "NFS Unbound" is set to deliver next-level graphic performance and immersive gameplay. Per creative director Kieran Crimmins, "the physics will run at a high frame rate, offering more control and nuance to the physical movement of the cars." (via IGN)

With Criterion Games—famed for developing previous NFS hits like Hot Pursuit, Most Wanted, and Rivals—involved, it's safe to assume the latest "Need For Speed" edition will be an absolute winner. We can't wait for its release and try out some of these cars.

The E30 M3, a mix-mash of alphanumerics that signify nothing to the average Joe but everything to a proper gear nut, gave BMW the title of being the "Ultimate Driving Machine" The BMW M3, especially the first ever iteration—generation E30, was a true homologation special with racing pedigree.

The E30 M3 was a proper race car for the road (via Motor Trend). There was little in the name of amenities, and the normal creature comforts you're used to in a 3-series were quite frankly non-existent. Between the regular 3-series of the time, which the M3 was loosely based on, shared components were limited to just the hood, roof, and inner door panels (via Car and Driver).

With the E30 M3 Evolution, things took a spicy turn. Power was up from the regular M3's 192 horsepower, to 212 horsepower. More importantly, the car featured thinner rear and side window glass, a lighter trunk lid, a deeper front splitter, a rear spoiler, and larger wheels. The Evolution II was basically a non-catalytic converter version of the E30 M3 Evolution. Thanks to that little modification, this top-tier Beemer now made close to 220 horsepower from its 2.3L inline-four.

The legacy of the Corvette spans eight generations, including the most recent mid-engined design. The Vette in this discussion has more in common with its '60s cousin than the modern C8 Corvette. This here is the 755 horsepower Corvette ZR1, the most powerful production Chevrolet in existence (via Motor Authority). In terms of engine, the Corvette ZR1 makes use of GM's LT5 Supercharged 6.2L V8, producing 755 horsepower and 715 lb-ft of torque. Power is transmitted to the rear wheels via either a 7-speed manual or 8-speed automatic transmission. 0-60 takes 2.85 seconds, and the high-performance Corvette is capable of reaching a top speed of 212 mph, despite having a massive rear wing.

In essence, the Corvette ZR1 is all about stability, grip, and aerodynamics. Stickier tires, measuring 285 mm front and 335 mm rear, take care of traction. Adding to that is the ZR1's incredible aero trickery: the rear wing is capable of generating close to 950 pounds of downforce, which alongside the upside-down front wing, balances the net aerodynamic input, thereby increasing overall stability at high speeds.

The 1969 Mustang Boss 302 is quite the different pony car to what you're used to. First, it featured mechanical improvements that were solely intended as a homologation exercise. Ford wanted to enter the Trans-Am racing series, and the only way the SCCA (Sports Car Club of America) would allow Ford's newly-developed 302 cu.in. engine and handling add-ons to enter was if they were featured in at least 1,000 road-going examples.

The Boss 302 is what the Shelby GT 350s and 500s should have been but weren't. According to Car and Driver, the Boss 302 simply drives around the turns with a kind of detachment never before experienced in a street car wearing Ford emblems.

In addition to a lower ride height, standard equipment included larger sway bars, heavier-duty spindles, reinforced shock towers, a four-speed manual transmission, and the race-bred Boss 302 V8 engine. The unit made 290 horsepower and 290 lb-ft of torque, capable of hitting 0-60 in six seconds and the quarter-mile in 14.5 seconds.

The original Acura NSX (or Honda NSX) had a reputation for annihilating its competitors, similar to the Nissan GT-R and the whole "Godzilla" affair. The NSX was so good that legendary F1 designer Gordon Murray took inspiration from it when designing the McLaren F1.

Earlier NSX models used an all-aluminum monocoque chassis and featured a 3.0L V6 non-VTEC engine, producing 270 horsepower and 210 lb-ft of torque. Transmission options for the mid-engined sportscar were a 4-speed automatic or a 5-speed manual, with later models featuring a 6-speed manual.

The Honda NSX-R (or NSX Type-R) was a lightweight modified version intended for the track but exclusive to the Japanese Domestic Market (JDM). Honda engineers started with a base NSX coupe and embarked on an aggressive weight reduction exercise (via HotCars). Power leather seats were replaced with lightweight racing seats; the wheels saw forged aluminum rims replacing the stock items, leading to a cut in unsprung weight.

The lightweight program removed all forms of sound deadening, the spare tire, and even the air conditioning system (via Top Gear). All this translated to Honda managing to shave 265 pounds off the near-3,000 pound NSX. Additionally, the NSX-R featured a stiffer chassis, firmer suspension, and a revised final-drive ratio, which resulted in faster gear changes. 0-60 took just 4.9 seconds, and the NSX-R could manage a top speed of 168 mph.

Lamborghini flagships have always had unmistakable road presence thanks to their crazy looks and boisterous engines. Much like the Aventador LP-700, the SVJ uses a naturally aspirated V12, although in a different state of tune.

If you recall the Nurburgring record set by the Aventador SVJ, it shows how much of a leap it is over its predecessor, the Aventador SV. The 6.5L engine produces 740 horsepower and 509 lb-ft of torque in the SV, while the SVJ makes 759 horsepower and 531 lb-ft. Transmission is the same clumsy 7-speed single-clutch gearbox, albeit with revised shift times.

The SVJ is about superior aerodynamics (via Road and Track). While the SV was technically a lot better at managing airflow than the LP-700, it had a few shortcomings. The SVJ took care of its predecessor's light front end with intakes that resemble a Formula One "S-duct." Additionally, the all-wheel-drive SVJ incorporates the "ALA" system that debuted in the Huracan Performante, now branded as ALA 2.0.

The Mclaren F1 was Gordon Murray's vision of a light and powerful automobile that stood as the ultimate expression of a road car. Some important highlights of the Mclaren F1 are its naturally-aspirated V12 powerplant, the lack of driver aids, and the three-seater layout. The Mclaren F1 is a pure driver's car. It has no ABS or traction control; it doesn't even have power steering.

The engine in question is a 6.1L V12 developed by BMW's M division, producing 618 horsepower and 479 lb-ft of torque—all in a package that weighs 2,579 pounds. This meant the McLaren F1 could accelerate from 0-60 mph in 3.2 seconds and can hit 150 mph in just 12.8 seconds. According to Car and Driver, the F1 supercar—above 125 mph—accelerates faster than a 2003 McLaren MP4/8 Grand Prix race car.

The Mclaren F1 has the perfect formula—a 6-speed manual gearbox, a screaming V12, and a central driving position. Not many automobiles, even today, stand a chance against the F1 in terms of performance. With a power-to-weight ratio of 550 hp/ton, the Mclaren F1 could manage a top speed of 240 mph; not bad at all in 1993, when sports cars could barely hit 200 mph.

This 4-door homologation special is one of the most covetable items in the automotive world (via Car and Driver). You are offered a chance to own this fine piece of German history in the latest "Need For Speed" edition.

What you're looking at is a late 90s engineering masterstroke with a Cosworth-built 2.5L inline-four producing 202 horsepower, capable of revving to 7,200 RPM. An instant recipe for big smiles, the Mercedes 190E was a direct competitor to the aforementioned BMW E30 M3 Evolution. Apart from its race-built engine and fancy suspension, the 190E 2.5 sports a large wing, flared fenders, and sportier front and rear fascias, adding to better looks and aerodynamics (via Evo).

The convoluted name, when deciphered, is pretty simple. This homologation special belonged to the 190 Model Series with Einspritzung (German for Fuel Injection), featuring a 16 valve-2.5L four-cylinder engine. All 2.5-16-valve 190 models are fitted with a limited-slip differential (LSD) and ASD as standard. ASD is an electronically controlled, hydraulically locking differential that activates automatically when required—a very distant relative of the modern-day Traction Control system.

The Nissan GT-R R34 was an improvement over the Skyline R33 from every possible angle. Dubbed the R34 generation, the Godzilla of the motoring industry featured a 2.6L twin-turbocharged inline-six belonging to the RB26 family. On paper, Nissan claimed an output of 276 horsepower in accordance with the "gentlemen's agreement" set between Japanese manufacturers. However, later models produced close to 330 horsepower. 

Power is sent to all four wheels via a 6-speed manual gearbox, and what amazed enthusiasts was the GT-R's ability to maintain traction. With a drag coefficient of 0.26 and clever chassis engineering, the GT-R was able to carry a lot of speed through corners despite its heft and the understeer conventional AWD systems could be prone to. 0-60mph took 5.2 seconds, which for a relatively heavy sports car was pretty impressive.

The V-spec took things a step further, with a tweaked AWD system and LSD at the rear (via Throttle House). V-Spec models also had firmer suspension and lower ground clearance, thanks to front and side splitters, as well as a carbon fiber rear diffuser. The V-Spec II featured even stiffer suspension in addition to larger brake rotors and a carbon fiber hood.

With the introduction of the 2018 Cayman GTS, Porsche has effectively dumped a 365-horsepower 2.5L turbocharged flat-four into the 718 chassis. Porsche's ability to engineer the best of both worlds has been praised across the community. Some might even question the GTS being a slightly sporty VW Golf GTI. However, dial the drive-mode selector to Sport, and the GT credentials in its "Gran Turismo Sport" moniker come to life. The 718 Cayman GTS balances the best of a relaxed commuter and a spirited hooligan in a well-rounded and accessible package.

Everything outside is similar to the regular 718, albeit the GTS badging on either side and the rear bumper. GTS models also get larger brakes—including the 13-inch front stoppers from the Porsche 911—nestled behind 20-inch Carrera S wheels (via Cnet). Inside, it's all Porsche with everything where you expect it to be. You get the option of a 6-speed manual or the tried and tested 7-speed PDK automatic in terms of transmission choices. For a small car, the 718 Cayman GTS posts robust numbers, with a sub-4-second 0-60 time and a top speed of 180 mph.