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A Journey Through Time Round3 - 1955 [CLOSED][UE4]


#222

January, 1954 What Car? Magazine

Corporate news section:

Big shake-ups are underway at Bogliq HQ the last couple of weeks as the founding CEO has been fired! He has been let go because he’s the force behind the disastrous ‘Bogmatic’ gearbox scandal surrounding the MY50 Bastion, plus his inflammatory remarks about Ardent have only brought the Bogliq brand image into disrepute.

New incoming CEO, Klaus Gutemburg, has vowed to restore Bogliq to its core values and that consumers won’t have long to wait to see the ethos “Buy better, buy Bogliq” become more than just a slogan…

Technical news:

Owners of MY50 Bogliq Bastions fitted with the ‘Bogmatic’ transmission are being instructed to return to their local dealer who will retrofit a 3spd manual gearbox, new diff centre, clutch and brake pedals. Bogliq is offering to do this work for free or can supply the parts to the affected owner’s personal mechanics. Bogliq HQ wishes to wholeheartedly apologise for any inconvenience and there will be courtesy cars available for all who need them…


#223

Am I allowed to enter even if i havent done any other years?


#224

Certainly!


#225

Hate to be a downer, but have you done the round 2 entry for me?


#226

Takemi’s 1955 submission. Provided in both Japanese and English for all your convenience.


Also for the 1960 submission years and later I’ll be doing European export models, since that’s where the competition is set.


#227

Brace yourselves, the Minis are coming…


#229

“Kei doesn’t have to be cheap…”
Ehm… that’s not… a slogan that… builds trust in the company :smiley:


#230

By cheap I meant low-quality. But yeaaaaa. Multiple interpretations. Think I’ll edit and change it.


#231

Fixed the ad to be less cringily worded.


#232

I think kei regulations specify four seats only (although that specific regulation may not have existed in 1955).


#233

Length 3 metres. Width 1.3 metres. Height 2 metres Engine 360cc displacement but no maximum power

That is what I can i find for this era


#234

CRISIS AVERTED

no need to send me extra stuff then usual, everything is kind of back to normal. My computer is in the storage room ontop of two toyboxes which is way higher then my head, at least I can be with you guys :slight_smile:


#235


The gen 1 birmingham 2000, details soon


#236

can I have the name of your company please? and the files when you have finished


#237

Company name is birmingham, i am not done yet as i dont know whether to keep the 2.0 i6 fwd or go for v6 rwd


#238

Ardent ive got you down for 31/45 I will write a full review tomorrow if you like. the results are updated


#239


i believe i have sent the .car already @Imperator
<- this isnt part of the ad its just incase you dont have the grill mod im using


#240

February, 1954, What Car? Magazine

Corporate news section:

Stop Press!!! Ardent maintains lead over Bogliq!!!

In a reveal that, frankly, surprised nobody, Ardent’s market share is still ahead of Bogliq at 4th place! Despite releasing a product that was broadly comparable with the upsized Bastion, Ardent used its superior market presence to maintain their lead over Bogliq’s best efforts.

New Bogliq CEO, Klaus Gtemburg, had a lot to say on the matter…

"It wasn’t surprising that Ardent got the jump on us this round. They were already ahead and the upsizing of the Bastion proved to be less effective than we hoped. The rebadged Belfast also didn’t set it’s market on fire, people were confused and resale values were hurt.

But the big killers were two-fold; Bogmatic and the 1952 re-style of the Ardent Starlight. The Bogmatic transmission fiasco damaged our brand image while the Starlight made our Belfast look like ameteur hour at the OK corral!

My vision is to reforge Bogliq Automotive by focussing on our core value of buying better when you buy a Bogliq. In short, the buyer gets what they want AND need with a Bogliq, not just window dressing and disappointment.

As for Ardent, I believe our new strategy will speak for itself, the people will decide and Ardent will be reduced to an irrelevant, niche, product owned by nostalgic American servicemen! Now, if you’ll excuse me, there’ll be no further comments…"

Strong words by Bogliq’s new CEO, but we’ve heard this talk before. Proof will be in the pudding so hold onto your hats, we’re going on and adventure!!!


#241

March 1, 1954

Cincinnati Enquirer, Business Section

Last week, Ardent Motors Corporation received a little bit of a black eye, given to them by Eastern European manufacturer Bogliq. Stronger than expected sales of the Bogliq Belfast, coupled with weak European interest in the Ardent 400-series, prevented Ardent from reaching its stated goal of widening the sales gap between the two companies.

Though the 400 series automobiles have found great success in theome markets of the United States and Canada, it seemed to be a bit too big and lavish for some markets in Europe, notably Italy and Spain.

We sat down recently with Jack Chancellor, CEO of Ardent Motors, regarding these recent revelations.

“This is a mere minor setback in Ardent’s global marketing and sales plans,” Chancellor told us when asked about the shocking sales revelations.

When we pressed for details on how Ardent plans to deal with flagging European sales growth, Jack Chancellor was at first reticent, but then tipped his hand.

“Wait for the New York auto show in a couple weeks. You’ll see the answer. Its name is Wren.”

Slightly cryptic, ever confident. Gentlemen, that is Jack Chancellor.


“God damn it, John,” Jack fumed. “I have told you, Stanton’s way is the way forward.”

Stanton stifled a grin, doing his best to keep a professional facade while the CEO of Ardent Motors berated its outgoing Chief Engineer. A position that would be his in only a few months.

“Mr. Chancellor, you’re gambling on a new tech…”

“Enough, John!” Jack slammed his fist down on his desk. Silence enveloped the room. The aging executive took a hard look at the two designers as he lit another cigarette, an ever-present adornment as of late when he spoke. “Stanton’s way is the future. It’s the way Europe is going. Now, if we’re going to beat these Moldovans in Europe, we can’t win with big boats, now can we?”

John Case didn’t respond.

“No, the Wren is for Europe. We can sell a few here at home, maybe transition the domestic market as the Starlight winds down its life. See what comes out of the 200-C project as a possible replacement in the future.”

“The Wren is the answer,” Stanton echoed.

“Shut up,” Jack shot back. Stanton seemed to shrink in his seat. Jack leaned back and thought for a moment. “You two pulled it off together, despite yourselves. You managed to work through your differences, and this is where we’re at. John, you’ve been the rock of Ardent for so many years. You’re going to go out on top. Internationally known, not just a hero at home. And Stanton, remember these past few years. At some point, some young gun is going to be on the hunt for your position.”

Stanton smirked. “I’ll show him who’s boss.”

“You’ll respect him and teach him what you know. And what John taught you,” Jack glowered, sending the younger designer into the back of his chair again. “More than half of the shit that’s happened during this design phase has been due to your ego. Now, you bring in money here, so that’s allowed. But only as far as I tolerate it. If others start checking out because you can’t shut your mouth, you can book yourself a one-way ticket back to Boston.”

Stanton Glass swallowed, forcing back any visible signs of his disdain.


#242

The cooperative agreement that Olympus had entered into with the German manufacturer was fruitful, and Dale Rathbone was pleased with the resulting product. The sales numbers however did not reflect this. It did well in wealthier parts of the UK, and a little bit in Germany, but France was cold to this new design, as well as most of the rest of Western Europe. Taking the loss, Rathbone agreed to end the partnership at the end of the Gemini’s production cycle, rather than extend it. Looking for a new way into the European market, he noticed that there was a very popular little Italian manufacturer, Giusseppe Auto, that was well received.
Dale Rathbone met with their president, and founder, Giusseppe Ferrari. His eccentricities were readily apparent. Rathbone had expressed his desire to market an executive trim luxury vehicle in Europe, featuring Olympus’s patented Lux-O-Matic transmission. Giusseppe slapped him across the face and shouted “NO! You will not use automatic transmission!”
Feeling the sting of Giusseppe’s assault, Dale realized that he had agreed to a new cooperative agreement that would hopefully result in Olympus becoming a major player in the European market. Rathbone had laid all his plans out on the table for what he wanted in this new model; Giusseppe proceeded to expectorate on every single one.
“What you need is a city car. Here! I show it to you.” Giusseppe barked. His lead engineers laid on the table an existing design for what was called the G-160. "
“But!” Rathbone stammered, “this is your car.”
Giusseppe responded, “I make this car cheap for me, make it fancy for you.”
Rathbone, in disbelief, names the project Karkenos, for the astrological sign of those born in July; since Cancer is an ugly word, and would not likely sell well in the UK, with such a name. In the end, the sporty little city car is given premium accoutrements, and a more smoothly geared 4 speed manual, dubbed the Smoove-shift manual, and all the latest and greatest in safety features. This retails at the time for $1,400, but the car would not be sold in the United States, so the marketing department crunched some numbers, and this is what they came up with: