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Anhultz Holdings LTD. (formerly Anhultz Automobile Manufacturing)


#7

the Generations are coming

1951

The Anhultz Mimas II was introduced without a fancy presentation like the newly introduced models. In most areas, not a lot was changed with most areas of the car now being much more refined. A new 1.6L 4 cylinder was introduced, allowing buyers a more powerful alternative to the (by US-standards) not-exactly-powerful 1.2L I3.

Apart from this, Anhultz was getting into a routine of sorts, with little abnormalities in any department.
The only important area was financing: Anhultz was soon to be self-sufficient due to the Marshall plan coming to an end. Current estimations would put Anhultz at a profit which would keep them afloat, but not as money-sprawling as the previous years.

The Rotterdam plant was still undergoing construction, but also increasing vehicle output quickly. This meant lower costs, easier delivery, elecually to the US and more sales in general since the Maastricht plant was still being overklocked to infinity and beyond.

The Dione was to recieve an overhaul in 1952, with it’s associated engineering running without issues. Same goes for the upcoming Ganymede van to be released in the same year.

In not-too-long of a time, the first cars would roll out of the factory…


#8

Tag team Round much?

1952

This time we have two new models to present.
Behold! The all-new Anhultz Ganymede and updated Anhultz Dione II !

With the Marshall Plan now ended, Anhultz had to be financially stable on it’s own. With money now being less abundant, car development was reduced to keeping already-made models running rather than engineer entirely new ones.
Projects were started to develop a new rear axle system as well es variable-ratio springs. The engine department began remaking the Dinnerbone engine to allow installation of an OHC-valvetrain. The resulting engines were to be used in the third iterations of the Mimas and Dione as well as the second Ganymede.

Apart from that, Anhultz is still going strong.


#9

Change of plans

THIS IS THE UTILITY ENTRY FOR ROUND 1

1953

The original planning called for the second iteration of the Superkroon, but the Callisto was not selling well at all. Thus the still competitive Superkroon was pushed back quite far, with eny other planned project shoved forward to be started earlier to avoid project stacking. But engineers wanted to engineer fawnceh new stuff so the employees were split into two groups. One would work on facelifting existing models while the other got to work engineering new tech to be put into the Superkroon.

Thus, instead of the Superkroon II the engineering team brought forward the Anhultz Callisto II

back: Anhultz Callisto II Base (2.4L I6)
right: Anhultz Callisto II Comfort (2.7L I6)
left: Anhultz Callisto II Luxe (3.6L V8)
all models available with selective 4WD system

[This part will depend on the relative rating of the car within the round, with retroactive adjustments]

The current projects were coming along well. The Cobblestone engine was on-time and the new rear-axle construction was nearing completion. Actual implementation would have to be delayed due to problems in figuring out suitable manufacturing techniques and reliability optimisations on the progressive spring system. Meanwhile another sub-division had started working on hydraulically automated gearboxes and assisted steering systems. The concept of hydraulics was nothing per-se new since some engineers had experience in other fields requiring such machinery and Anhultz wanted to work towards advanced technology despite the slight money issues.

The Rotterdam plant still was FAAAR from finished, yet also progressing swiftly, while also taking up more slack to a point where the Maastricht plant was pretty much breathing a sigh of relief after the years of factory overclocking.


#10

Further refinements

THIS IS THE JUNIOR ENTRY FOR ROUND 1

1954

The Mimas III has replaced the Mimas II on both the european and US markets with comparatively little changes.

from left to right: Sedan, Wagon, Coupe, Convertible all shown in Base trim

from left to right: Base, Comfort and Luxe trim levels


Not even a month later, Willem Anhultz got a letter stating that Ardent Motor Corporation
regarding the still-to-be-paid portion of the loan Townsend Coachworks (now owned by Ardent). Jack Chancellor, the CEO of Ardent, wants to reclaim the loan immediately.

Anhultz’s CFO, Bastiaan Rynsburger, determined that repaing the debt of 154.000USD immediately would put Anhultz firmly in the red. Also, the agreed payments were paid in full every month and arrived on time, thus negating the need of immediate reclaim from Anhultz’s side.
Anhultz simply was neuther wiling nor able to pay.

Rynsburger sends a letter back to Chancellor, refusing to filfill Ardent’s demands.

This would send Anhultz into the biggest legal conflict the company has ever seen, quickly evolving into an all-out legal war on either side to prove their truth.


Other than that, everything else was doing good. The new rear axle was done and ready for use together with the progressive springs. But they came just that bit too late for them to be of use in the Mimas III. All the focus was now on automatics and power steering!

That was that, soo…
skip!


#11

Wut? Actual new Tech?

1955

Yes. You heard that right. Anhultz engineers have implemented their new suspension system into the Dione and thus are now presenting the Anhultz Dione III:

Legal war was still raging, slowing the progress of the Rotterdam factory construction.
Otherwise… err…
looks at script
There’s not much else to say apart from…
“everything good, Dione selling decently, blah blah blah…”

Done.

skip


#12

Hey Silver York! We are coming for 'ya!

THIS IS THE SENIOR ENTRY FOR ROUND 1

1956

The Anhultz Superkroon II is finally ready for production, featuring LOADS of new tech.

[REDACTED] (there’s hints tho…)

The available trim levels and body styles are the same as the Mimas III, for continuity reasons.


Regarding the lawsuit, things were getting heated…
*please refer to this and the the following posts for further information.

(to be added soon™)


#13

Living the Long Life

1957

The Anhultz Mimas IV replaces the Anhultz Mimas III.
Minimal changes include:

  • Redesigned Bumpers
  • slightly altered Engine family
  • new taillight assembly
  • not much else…

Funding is still going towards the Rotterdam plant, leaving little capability to engineer new vehicles. Yet Rynsburger still diverted funds to at least keep the technology of the vehicles up-to date.


GOOD NEWS EVERYONE!!!

Anhultz has WON the legal battle against ardent! Final trial resulted in Anhultz not having to pay the remaining 154.000 USD and their legal fees.


1958 saw similar minor changes done to the Callisto


#14

MOAR Refining

1959

THIS IS THE INTERMEDIATE ENTRY FOR ROUND 2

Well… Anhultz Dione. Same treatment as the Mimas and Callisto…

As such the car itself is nothing new, really…


#15

Spot the difference... Again...

1960

THESE ARE THE FULL-SIZE AND SPORTS ENTRIES FOR ROUND 2

Same game, except for an even bigger car.


#16

1961

A fire destroys most of Anhultz R&D along with ongoing and finished projects meant for production.
Anhultz continues production of current models for the US market, but declares that successors cannot be released due to aforementioned fire and focus on home markets.


1962

Bogliq Automotive USA offers to supply plans for their chassis in order to keep Anhultz in the US market.
They also do not expect any immediate payment or exchange for the offer, leading to it being accepted without any doubts.

Accusations of being Communist are seen as an immediate backstab to the newly formed relations, especially given that pre-castastrophe Anhultz was formed on US funding through the Marshall Plan. Yet Willem Anhultz believes Bogliq Automotive USA to not be directly at fault for this and thus does not publicly mention his thoughs.

Work begins adapting their plans to Anhultz drivetrains (newly engineered; except carbs, which are taken from existing engines) and systems. Plan is to have the tech-side of things done by 1964 and then immediately start work on a monocoque-based replacement.

Similar idea applies to relatively primitive (by Dutch standards) engine lineup, with OHV and 15 year old 2-barrel carbs.


1964

Adaptation of Bogliq chassis has been finished, with work immediately starting on a freshly-made Monocoque successor starting with the entry-level Puck.


1966

Release of their new product line in bulk for the US market.
(post will follow seperately)


#17

1966

Anhultz releases their new lineup of two models, with more to be added in the following years.

left; beside road: Anhultz Dione V BX
far back: Anhultz Puck I C
front; center: Anhultz Dione V C
far right: Anhultz Dione V S

Anhultz is confident that the stop-gap models will keep them afloat, but they will quickly need replacing due to the outdated ladder frame chassis.

Work on a technology update with a monocoque chassis has already started and is ongoing smoothly.

Projects also are underway for the Mimas, Ganymede and Superkroon models. The Callisto has no planned direct succesor yet, and it is uncertain if it will get one. Time will tell and the success of the Dione truck will decide it’s fate.


#18

Anhultz rebuilding 2; electric boogaloo

latter half of 1966

  • Stop gap models surprisingly successful
  • plans of replacement will not change in accordange to the agreement with Bogliq Automotive USA
    (the directive being to minimize the time spent manufacturing stop-gap models)

1967

  • Anhultz Puck II released
  • first Anhultz to feature a monocoque chassis
  • first Anhultz to feature independent suspension on both axles
  • first Anhultz to surpass 30MPG (US) in fuel economy
  • first Anhultz to retail on radial tyres as standard

White:
Anhultz Puck II B; 12000AMU Driveaway; 285AMU p.a servicing (2dr sedan, 900cc I3, 36hp, 4M, 136kph, 20.6s to 100kph, 7.6L/100km)

Middle:
Anhultz Puck II C; 13000AMU Driveaway; 332AMU p.a servicing (2dr sedan, 1199cc I4, 48hp, 4M, 150kph, 15.4s to 100kph, 8.2L/100km)

With Hubcaps:
Anhultz Puck II D; 13500AMU Driveaway; 504AMU p.a servicing (2dr sedan, 1397cc I4, 58hp, 4M, 160kph, 13.1s to 100kph, 8.7L/100km)


#19

1968

  • Anhultz Mimas V released
  • first Anhultz to feature four-wheel disc brakes
  • first Anhultz to retail with a three-speed Automatic as an option
  • first Anhultz to exceed 210kph

from left to right:

Anhultz Mimas V S; 25000AMU driveaway: 889AMU p.a. servicing (2dr sedan, 3593cc V8, 153hp, 4M,
215kph, 7.7 to 100kph, 13.1L/100km)

Anhultz Mimas V D; 22000AMU driveaway: 743AMU p.a. servicing (4dr sedan, 2694cc V6, 111hp, 3A,
192kph, 11.6 to 100kph, 12.6L/100km)

Anhultz Mimas V D; 18500AMU driveaway: 544AMU p.a. servicing (4dr sedan, 1796 I4, 74hp, 4M,
215kph, 13.7 to 100kph, 10.4L/100km

Anhultz Mimas V B; 16000AMU driveaway: 469AMU p.a. servicing (4dr sedan, 1199cc I4, 48hp, 4M,
151ph, 18.5 to 100kph, 8.8L/100km)



rear viev; inverse order


#20

1969

  • Anhultz Dione VI released
  • first Anhultz to retail with a three-speed automatic transmission as standard


from left to right: (prices include arbitrary markups)

Anhultz Dione VI D; 32000AMU driveaway: 807AMU p.a. servicing (4dr sedan, 3593cc V8, 155hp, 3A,
201kph, 10.5 to 100kph, 15.5L/100km)

Anhultz Dione VI C; 26000AMU driveaway: 730AMU p.a. servicing (4dr sedan, 2694cc V6, 111hp, 3A,
183kph, 12.4 to 100kph, 14.0L/100km)

Anhultz Dione VI B; 22000AMU driveaway: 587AMU p.a. servicing (4dr sedan, 1796cc I4, 74hp, 3A,
159kph, 17.6 to 100kph, 12.9L/100km)



rear view; inverse order


#21

1971

  • Anhultz Superkroon IV released
  • first car to allow unleaded fuel enters production
  • first Anhultz to exceed 220kph
  • first Anhultz to retaile with an overhead camshaft engine
  • first Anhultz to retail with rear bluble-wishbone suspension

Orange:
AnhultzSuperkroon IV D; 49000AMU driveaway: 1124AMU p.a. servicing (4dr sedan, 4796cc V12 91 RON unleaded, 223hp, 3A, 226kph, 8.8 to 100kph, 18.7L/100km)

Anhultz Dione VI C; 35000AMU driveaway: 961AMU p.a. servicing (4dr sedan, 3593cc V8, 155hp, 3A,
201kph, 11.1 to 100kph, 16.0L/100km)


about 4 months later; late 1971

Customers started complaining about grining noises coming from the rear under spirited cornering.
COnfused mechanics directly approached Anhultz with the issue after declaring nothing wrong with the respective vehicles.
In looks of maximum customer satisfaction and thus customer loyalty, they launched an investigation, thoroughly testing the Superkroon under the conditions as described by the customers.
They discovered that part of the rear floor structure may strike the pavement under hard cornering, for example when swerving to avoid collision with wildlife crossing the road.
While they determined the issue to be of no concern for stability or vehicle safety, they did alter the floor structure to include hard rubber skid blocks to avoid metal-to-pavement contact and thus elimiate the associated noise and/ or damage to vehicle or pavement.

A letter was subsequently sent to each existing Anhultz Superkroon owner, stating that they were advised, but not mandated to visit their local Anhultz repair centre to have the blocks installed at no charge to the customer (apart from having to drive to the shop).
The repair shops were tasked with installing the blocks and altering the service history leaflets to include replacement of those blocks (quoted at 15 minutes of additional work) together with every oil-change.


#22

1972

Anhultz Puck III introduced

Back:
Anhultz Puck III B; 12600AMU driveaway: 292AMU p.a. servicing (2dr sedan, 900cc I3 91 RON unleaded, 41hp, 4M, 141kph, 17.7 to 100kph, 6.8L/100km)

Left:
Anhultz Puck III C; 14000AMU driveaway: 351AMU p.a. servicing (2dr sedan, 1199cc I4 91 RON unleaded, 54hp, 4M, 157kph, 13.7 to 100kph, 7.7L/100km)

Right:
Anhultz Puck III D; 15000AMU driveaway: 395AMU p.a. servicing (2dr sedan, 1397cc I4 91 RON unleaded, 66hp, 4M, 141kph, 13.3 to 100kph, 8.5L/100km)


#23

1973

Anhultz Callisto released

  • first Anhultz to be available in multiple wheelbases

Back:
Anhultz Callisto D; 20000AMU driveaway: 721AMU p.a. servicing (2dr utility, 2694cc V6 91 RON unleaded, 125hp, 4M, 165kph, 11.9 to 100kph, 16.2L/100km)

Left:
Anhultz Callisto B; 14000AMU driveaway: 550AMU p.a. servicing (2dr utilty, 1599cc I4 91 RON unleaded, 72hp, 4M, 139kph, 16.6 to 100kph, 13.3L/100km)

Right:
Anhultz Callisto C; 17000AMU driveaway: 608AMU p.a. servicing (2dr utility, 2095cc V6 91 RON unleaded, 97hp, 4M, 152kph, 13.1 to 100kph, 13.8L/100km)

(stats are shown for LWB only; SWB stats may differ)


#24

1974

Anhultz Mimas VI released

Left:
Anhultz Mimas VI B; 15000AMU driveaway: 475AMU p.a. servicing (4dr sedan, 1199cc I4 91 RON unleaded, 46hp, 4M, 150kph, 19.5 to 100kph, 9.1L/100km)

Middle:
Anhultz Mimas VI C; 17000AMU driveaway: 552AMU p.a. servicing (4dr sedan, 1599cc I4 91 RON unleaded, 62hp, 3A, 161kph, 17.8 to 100kph, 11.0L/100km)

Right:
Anhultz Mimas VI D; 21000AMU driveaway: 584AMU p.a. servicing (4dr sedan, 2095 V6, 91 RON unleaded, 80hp, 3A, 175kph, 14.7 to 100kph, 12.1L/100km)


Anhultz Dione VII released

Left:
Anhultz Dione VII B; 19000AMU driveaway: 627AMU p.a. servicing (4dr sedan, 2095cc V6 91 RON unleaded, 80hp, 3A, 165kph, 16.5 to 100kph, 13.7L/100km)

Top:
Anhultz Dione VII C; 24000AMU driveaway: 658AMU p.a. servicing (4dr sedan, 2694cc V6 91 RON unleaded, 105hp, 3A, 181kph, 13.5 to 100kph, 15.1L/100km)

Right:
Anhultz Dione VII D; 29000AMU driveaway: 687AMU p.a. servicing (4dr sedan, 3197cc V8 91 RON unleaded, 119hp, 3A, 188kph, 12.2 to 100kph, 16.4L/100km)


#25

1975

Anhultz Puck IV released

Left:
Anhultz Puck IV B; 12000AMU driveaway: 278AMU p.a. servicing (2dr sedan, 900cc I3 91 RON unleaded, 33hp, 3+1M, 134kph, 21.3 to 100kph, 7.1L/100km)

Right:
Anhultz Puck IV C; 14000AMU driveaway: 343AMU p.a. servicing (2dr sedan, 1199cc I4 91 RON unleaded, 46hp, 3+1M, 147kph, 16.0 to 100kph, 8.2L/100km)


Anhultz Sperkroon V released

  • first Anhultz to feature Hydropneumatic suspension as an option

Front:
Anhultz Superkroon V D; 70000AMU driveaway: 1083AMU p.a. servicing (4dr sedan, 4796cc V12 91 RON unleaded, 170hp, 3A, 212kph, 10.9 to 100kph, 20.5L/100km)

Back:
Anhultz Superkroon V C; 55000AMU driveaway: 874AMU p.a. servicing (4dr sedan, 3593cc V8 91 RON unleaded, 137hp, 3A, 199kph, 12.1 to 100kph, 17.8L/100km)


#26

1976

Anhultz Automobile Manufacturing renamed to Anhultz Holdings LTD.


1977

Keika Kakute released

  • First Keika to be sold under Anhultz ownership

Front:
Keika Kakute 2700S; 25000AMU driveaway: 1240AMU p.a. servicing (2dr coupe, 2694cc V6 91 RON unleaded, 105hp, 4M, 221kph, 8.7 to 100kph, 10.5L/100km)

Back:
Keika Kakute 2100S; 19000AMU driveaway: 1072AMU p.a. servicing (2dr coupe, 2095cc V6 91 RON unleaded, 80hp, 4M, 201kph, 10.3 to 100kph, 9.5L/100km)


Anhultz DIone VIII Released

The Infamous is here!

Back:
Anhultz Dione VIII B; 23000AMU driveaway: 644AMU p.a. servicing (4dr “hatchback”, 2095cc V6 91 RON unleaded, 80hp, 3A, 175kph, 15.7 to 100kph, 13.5L/100km)

Middle:
Anhultz Dione VIII C; 28000AMU driveaway: 696AMU p.a. servicing (4dr “hatchback”, 2694cc V6 91 RON unleaded, 105hp, 3A, 191kph, 13.6 to 100kph, 14.7L/100km)

Front:
Anhultz Dione VIII D; 35000AMU driveaway: 766AMU p.a. servicing (4dr “hatchback”, 3593cc V8 91 RON unleaded, 137hp, 3A, 208kph, 11.2 to 100kph, 16.9L/100km)