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Dillon Motors



The Dillon Ocean Shipping Company was one of the businesses that managed to stay afloat during WWII, as there was no shortage in demand for logistics services during that time. However, Geoffrey Roderick Dillon had no love for plain logistics, but rather for cars.

As the country was brimming with production facilities that had been putting out military gear and were now no longer used as well as with engineers who were just as talented and experienced as they were unemployed, Dillon sensed an opportunity. In late 1945, he sold off the assets of his inherited business and founded Dillon Motors in Bramwick-upon-Lyne.

Dillon Motors was merely one among a plethora of upcoming car manufacturers in the still war-ravaged but bustling and optimistic Cowellia*, bubbling to the surface, often only to fade back into the murky depths of automotive oblivion a couple of years later. Would Dillon’s entrepreneurship and the ingenuity of his engineers prove enough for the company to persevere and carve the Dillon Name into the groundwork of the Cowellian car industry?

The lyre in the Dillon logo is Geoffrey’s tribute to his late wife Agnes Dillon, whom he had lost to pneumonia in the harsh winter of '44/'45. Although it wasn’t one of the several instruments Agnes played, to Geoffrey, who had a strong penchant for ancient Greek culture, it was a symbol of inspiration and thus a fitting means of making her spirit live on in his designs. Also, when tilted by 90 degrees, the lyre happens to form the letter “D”.

*Cowellia: Hypothetical Automationverse equivalent of Great Britain (which I totally didn’t make up as I went)

Note: Dillon Motors is a LC Brand, meaning that the cars will typically perform better and be cheaper to produce than sandbox cars due to tech pools, production plant parameters etc.

Current company time: 01.04.1977. No joke.

Car Company Directory

It’s nice to see another Lite Campaign company getting its own thread. So what region did you start it in, and how did you set up the difficulty?


Dillon C-05

When the first car was being designed, the hastily rounded-up team had yet to mold together to form a homogenous creative and engineering force. The funding provided by the sale of the shipping company was enough to design a car and set up production without too much trouble, but waste could well prove fatal for the emerging company.

The first Dillon car, the C-05, was a simple design: Ease of production seeped through every panel gap, the rear fenders were welded onto the body to form what could be called “external wheel wells”. Boasting a 825cc inline three driving the rear wheels through a 3-speed slider type transmission, it was by no means an innovative design, but it was an affordable option that could serve as a 2-seat commuter as well as a poor man’s sports car.

General stats
Development sign-off 01/1946
Produced 01/1948 - 09/1953
Units sold (total) 247,888
Units cost (0% markup) $ 4,727*
List price (65% markup) $ 7,475*
Construction Steel body on steel ladder frame
Suspension F: double wishbone R: live axle/coil springs
Drivetrain 3-speed manual, rear wheel drive
Wheelbase/Length 2.10m / 3.49m
Weight 670kg
Type 825cc 6V/ohv I3; single carb
Peak power 33hp@4,700rpm
Peak torque 66Nm@2,400rpm
Engine weight 80.8 kg
Power to weight ratio 49.5hp/t (20.2kg/hp)
0-100kph 27.2s
1/4 mile 22.95s@95kph
Vmax 118kph
Automation TT lap Not tested**

*: Automationverse Dollars
**: Rumour has it that tests have been conducted, but the test driver lost patience about halfway down the Daffy Flyer straight, pulled over into the green and had himself a turkey sandwich and vacuum flask earl grey picnic.


Fruinia again (though this time around I imagine it to represent GB rather than France/Italy - the Fruinian car preferences fit the bill quite nicely, I think)

I started with 100M$, a good deal of tech, 1.0 competitiveness and 2.00 markup for an easy playthrough (not playing for score or challenge, just wanna build cars the way I want…). Score multiplier is still 1.00, though.


Dillon Dart

The makeshift nature of the C-05 (and the fact that Geoffrey Roderick Dillon himself didn’t like it a lot) soon compelled the engineers at Dillon Motors to commence work on a successor. The debut model was a successful car, earning back it’s development costs several times over, but as the competition came up with better designs, interest in the very bread-and-butter C-05 began to wane.

Well aware that an enjoyable, yet affordable car was needed if the company was to thrive, it was decided to design a skin tight driving machine that could wring the highest possible amount of driving excitement out of a modest power figure. The new car was not, however, a plain design like the C-05. G. R. Dillon’s enthusiasm spurred his engineers to construct a technologically advanced vehicle: A semi-monocoque (actually little more than a tub welded around the floor pan, but that was advanced at the time) with subframes mounting the engine and suspension components formed the basis, aluminium body panels completed the package. All-round independent suspension and an overhead cam engine did the rest to raise the audience’s eyebrows, especially considering the moderate price tag.

The 850cc inline four developed a lively 50hp that had an easy time chucking the 560kg featherweight about the landscape.

General stats
Development sign-off 01/1951
Produced 10/1953 - 03/1967
Units sold (total) 1,406,321
Units cost (0% markup) $ 5,060
List price (60% markup) $ 7,796
Construction Aluminium body/steel monocoque
Suspension F: double wishbone R: double wishbone
Drivetrain 4-speed manual, rear wheel drive
Wheelbase/Length 2.06m / 3.31m
Weight 560kg
Type 850cc 8V/sohc I4; two single barrel carbs
Peak power 50hp@5,700rpm
Peak torque 75Nm@2,600rpm
Engine weight 85.4 kg
Power to weight ratio 89.3hp/t (11.2kg/hp)
0-100kph 12.4s
1/4 mile 18.66s@121kph
Vmax 163kph
Automation TT lap 2:55.49
Fuel consumption 7.03L/100km


Dillon Dagger

Not content with just a better lean-wallet sports car, Dillon ordered the development of a serious performance car in parallel to the Dart’s. With a prototype ready just in time for the famous Corbury Hillclimb event in 1953, Dillon landed the company’s first public appearance to garner widespread attention.

A privately entered Dillon Dart took 1st place in its category (under 1000cc unmodified), and even though the two Dillon entered Dagger prototypes did not fare quite as well, one of them came in a very respectable 6th. The second car dropped out due to a gearbox failure, but showed strong performance until then. More importantly though, the Dagger’s spectacular looks and the ferocious exhaust note - courtesy of the newly developed dohc inline six - made it a spectator’s favourite, lifting the company out of obscurity. The Dillon brand name was about to catch on.

On the road, the Dagger was a very different car from the Dart, not only in terms of performance; While similar in basic construction, its aluminium body panels were carefully sculpted whereas the Dart used simple shapes to keep man-hours down. The motoring journalist who famously cited the Dart’s panel gaps as a “weight saving measure” could by no means make the same claim about the dagger.

Its light weight allowed the Dagger to outpace even the more powerful Big Healeys on straights and in corners alike. The only gripe was the car’s price tag in conjunction with its very basic equipment.

General stats
Development sign-off 01/1951
Produced 01/1954 - 03/1968
Units sold (total) 232,366
Units cost (0% markup) $ 7,358
List price (70% markup) $ 12,159
Construction Aluminium body/steel monocoque
Suspension F: double wishbone R: double wishbone
Drivetrain 4-speed manual, rear wheel drive
Wheelbase/Length 2.34m / 3.92m
Weight 790kg
Type 1.75l 12V/dohc I6; three single barrel carbs
Peak power 108hp@5,700rpm
Peak torque 157Nm@2,700rpm
Engine weight 157.4 kg
Power to weight ratio 136hp/t (7.3kg/hp)
0-100kph 8.1s
1/4 mile 16.26s@143kph
Vmax 199kph
Automation TT lap 2:38.48
Fuel consumption 9.81L/100km


The first two Dillons are proper sporting classics… Certainly the company ought to have a bright future ahead of it with such attractive exterior designs!


Dillon Ocelot

A mere decade after its inception, Dillon Motors has already established a reputation as a competent sports car manufacturer. Although G. R. Dillon never intended to cater to the mass market, he did realize that a certain company size would be vital in acquiring the financial capacity to conduct some serious R&D. Much of Dillon’s success came courtesy of its innovative engineering, and to really capitalize on that, some proper basic research was needed to push the state of the art even further. This, as G. R. Dillon was well aware of, would’t be possible in a backyard garage.

It was thus decided that Dillon needed to extend its lineup with a saloon, though one that would still unmistakably be a Dillon. The designers thought up a sleek and compact 2-door 5-seater with a sporty cab backward silhouette that would appeal to a young family head, enabling him to drop his children off in school on working days and to enjoy the occasional b-road escapade on the weekends.

General stats
Development sign-off 01/1955
Produced 10/1957 - 08/1972
Units sold (total) 3,176,939
Units cost (0% markup) $ 6,265
List price (40% markup) $ 8,571
Construction Steel body/steel monocoque
Suspension F: McPherson strut R: semi trailing arm
Drivetrain 4-speed manual, rear wheel drive
Wheelbase/Length 2.47m / 4.13m
Weight 962kg
Type 1.65l 12V/sohc I6; three single barrel carbs
Peak power 80hp@5,400rpm
Peak torque 136Nm@2,500rpm
Engine weight 143.8 kg
Power to weight ratio 83.1hp/t (12.0kg/hp)
0-100kph 12.7s
1/4 mile 18.66s@119kph
Vmax 146kph
Automation TT lap 3:03.03
Fuel consumption 8.40L/100km


Dillon Jackal

When the Jackal was unveiled in 1966 as a successor to the still very popular Dart, it came to the audience as a bit of a surprise: While roughly similar in footprint, the exterior design was a radical departure from the friendly looks of the little roadster that the Cowellians had come to hold so dear. At first, the tiny 2-door saloon didn’t go down well with everyone, but it would soon find enough support once people got used to the new shape.

As of the Jackal’s performance there could, on the other hand, not be the slightest of doubts. Making use of some newfangled fibreglass wizardry and an all-new, all aluminium 1100cc inline four that was actually lighter than the Dart’s 850cc unit, the Dillon engineers managed to construct a car that was just 5 pounds heavier than the Dart, despite having a much roomier interior and a boot to speak of.

The sharply tuned four-banger delivered 80hp - quite outrageous for its size and day - which, combined with the low weight, zero-lift aerodynamics and telepathic handling made the new model an absolute riot to drive. In fact, it was able to achieve a pace on twisty b-roads that would give even the Dagger the hardest of times to keep up, and which would become the foundation for one of the biggest success stories in Dillon’s motor sport history.

General stats
Development sign-off 01/1965
Produced 07/1967 - current
Units sold (total) --
Units cost (0% markup) $ 6,172
List price (55% markup) $ 9,292
Construction Fibreglass body/steel monocoque
Suspension F: McPherson strut R: semi trailing arm
Drivetrain 5-speed manual, rear wheel drive
Wheelbase/Length 2.11m / 3.67m
Weight 562kg
Type 1.1L 8V/sohc twin carb I4
Peak power 80hp@6,600rpm
Peak torque 101Nm@4,000rpm
Engine weight 79.2 kg
Power to weight ratio 142hp/t (7.0kg/hp)
0-100kph 8.1s
1/4 mile 16.26s@137kph
Vmax 163kph
Automation TT lap 2:38.71
Fuel consumption 9.72L/100km


Nice thing! If it REALLY weighs only 562 kg then it’s the lightest sports coupe I’ve ever seen.


I was pretty surprised myself, but it’s really that light - fibre glass panels with huge gaps between them are part of the secret though :sweat_smile:


That’s what you’d expect when ypu build something so light and give it an engine to match!


Dillon Manticore

By the mid-sixties, the Dillon Dagger was clearly showing its age. While the Dart was still doing great, customer expectations in the more upmarket segments were rising a good deal faster over time, especially regarding raw power and speed. The Dagger did receive some TLC over the years, with the Corbury Six having been gradually uprated to 2.0L and 130hp in the latest models. But this was simply no longer enough to play with the big boys.

While conceiving a successor, G. R. Dillon remembered the halo role that the Dagger had assumed in its hillclimb outings. This time around, however, the company had a lot more money to spend, and thus it was decided to design a sports car that would readily lend itself to GT racing.

The result was the Dillon Manticore: A low slung, intimidating machine with an aggressive stance and a menacingly snarling V8 fitted transversly in front of the rear transaxle. It was a blisteringly fast car with cornering ability to match, though the mid-mounted engine gave the tail end a nasty habit of suddenly heading off to where it wasn’t told to go at all.

Quite similarly to the Dagger, it fared reasonably well in racing, raking in a couple of victories, though it was easily outshone by its massively successful little brother. It was, however, one heck of a head turner, and while it would always be the little coupes that people considered to be Dillon’s face, the Manticore played a vital part in making them talk about the brand in the first place.

General stats
Development sign-off 01/1965
Produced 07/1968 - 10/1976
Units sold (total) 120,789
Units cost (0% markup) $ 10,718
List price (60% markup) $ 16,849
Construction Fibreglass body/steel monocoque
Suspension F: double wishbone R: double wishbone
Drivetrain 5-speed manual, mid-transverse engine, rear wheel drive
Wheelbase/Length 2.43m / 4.14m
Weight 946kg
Type 2.7L 16V/dohc crossplane V8; quad DCOE carbs
Peak power 265hp@7,100rpm
Peak torque 269Nm@6,900rpm
Engine weight 153.8 kg
Power to weight ratio 280hp/t (3.57kg/hp)
0-100kph 4.9s
1/4 mile 13.26s@177kph
Vmax 230kph
Automation TT lap 2:19.51
Fuel consumption 25.16L/100km


Dillon Lynx

The Ocelot turned out to be a huge financial success, still showing splendid sales figures more than ten years after its launch, but even though it was still a more modern car than many a competitor, the styling was clearly outdated by 1970 and the model was about to outstay its welcome.

When designing the successor, Lynx by name, the engineers at Dillon made use of the solid R&D foundation the Ocelot had made possible: The carbureted SOHC I6 that would power the Lynx was of a similar layout as the Ocelot’s powerplant, but now made entirely of aluminium and featuring forged internals, allowing for a compact and lightweight, longstroke design that was 20 kg lighter despite roughly 35% more displacement.

The exterior continued the design language that the Jackal had by now established, and the Lynx was accordingly readily embraced by the audience when it was unveiled in May 1972. Since the Ocelot had been exported to Gasmea in significant numbers by independent dealers, Dillon grasped the opportunity to establish an official network in the new market, accompanied again by heavy investment in production facilities to satisfy the demand.

General stats
Development sign-off 04/1970
Produced 01/1973 - current
Units sold (total) --
Units cost (0% markup) $ 6,284
List price (50% markup) $ 9,176
Construction Steel body / steel monocoque
Suspension F: McPherson strut R: semi trailing arm
Drivetrain 4-speed manual with overdrive, rear wheel drive
Wheelbase/Length 2.37m / 4.01m
Weight 861kg
Type 2.25L 12V/sohc I6; triple carb
Peak power 105hp@5,400rpm
Peak torque 177Nm@2,500rpm
Engine weight 124.8 kg
Power to weight ratio 122hp/t (8.20kg/hp)
0-100kph 8.6s
1/4 mile 16.38s@134kph
Vmax 172kph
Automation TT lap 2:45.00
Fuel consumption 8.31L/100km


Looks really good, damn!


Quite a good small sedan you’ve got there. Not very powerful, but light enough to make good use of its modest grunt.


Really liking the detail on the Lynx. Can’t help but feel that a bit of extra chrome would really be the icing on the cake though :wink:


Hmm, I’ve actually been playing around with some more chrome, but I felt that it started to look slightly overfrought and went back to what you see above. But then again, maybe I tend to be slightly too cautious with chrome and stuff because I think I have a tendency to go overboard with frills if I don’t keep myself in check ^^


Yeah, it’s something you need to use carefully. The indicator design and side fixture does look really good though.


Dillon Archon

In general, Geoffrey Roderick Dillon was more the Jazz type, but when at work on his cars, he would always listen to classical music, especially to French Romantic and Impressionist composers, whom Agnes had loved so much. As he sat in his office one evening, listening to Berlioz and enjoying a Lagavulin, he pondered how far he’d come with his Dillon Brand, lifting his glass in thought to Agnes, in gratitude for the inspiration with which she was still imbuing him.

And while he had plenty good reason to be content, one thought popped into his mind: The Dillon lineup lacked a car that would be suitable for Geoffrey himself to drive. He didn’t want a chauffeur car - he enjoyed driving himself way too much, though it would have to be something just as fitting for the head of a successful company.

The very next day plans were made. The Manticore was due for retirement anyway, it had fulfilled its halo role and was by now starting to become too well known to be truly exotic. There wouldn’t be a direct successor; The next top-of-the-line Dillon would be a luxurious grand tourer. A stately car, upholstered with only the finest in wood and leather, propelled across the landscape by a silky V12.

General stats
Development sign-off 09/1973
Produced 01/1977 - current
Units sold (total) --
Units cost (0% markup) $ 13,118
List price (166% markup) $ 34,065
Construction Aluminium panels / steel monocoque
Suspension F: double wishbone R: double wishbone
Drivetrain 4-speed automatic, rear wheel drive
Wheelbase/Length 2.82m / 4.68m
Weight 1164kg
Type 3.7L 24V/sohc V12; mechanical fuel injection
Peak power 201hp@5,500rpm
Peak torque 292Nm@3,200rpm
Engine weight 163.9 kg
Power to weight ratio 172hp/t (5.8kg/hp)
0-100kph 7.1s
1/4 mile 15.42s@151kph
Vmax 206kph
Automation TT lap 2:36.53
Fuel consumption 11.7L/100km