That’s what you meant right?
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Oddly enough there were several cars in this precise segment that offered both V6s and Straight sixes alongside each other.
Even more amazing is the fact that in all of these cases the V6s were petrol and the I6s Diesel. Except for the Nissan which basically came with every medium displacement 6 cylinder engine Nissan made during that timeframe (1984-1989). RB20E, RB20DET, VG20ET, VG30E, VG30S, L24E, LD28 
, RD28. I almost bought one.
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Didn’t the W210 have petrol I6s in early production? Because I could swear it did…
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Indeed. The switchover to the M112 V6 came in 1997, previous cars retained the M104. All of this also applies to the S-Class and G-Wagen since the V6 OM642 only came in 2005.
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Your reimagining of the original Berlose in UE4 has hit the mark, and was definitely worth waiting for. It actually looks better with the new body!
Mk. 3 Visto is cute
Oh, and Deus, Big Mumma in UE4, when 
Conquering new grounds: ErinSport, the Mk 1 Tauga and Caliban.
Overview
It’s a well known fact within Erin that motorsport is at the heart of everything they do. Every car they’ve ever made has been designed with the intention of being used to compete, or has benefited from the innovations made by ErinSport, the company’s factory race team.
Thus, it was no different when, in the late 1990s, questions were asked about how the team could use the company’s upcoming new mid-size saloon, the Tauga. In terms of touring car racing, ErinSport had made most of its name with the Merna family compact, mainly in BTCC with its directly managed team and with other, sponsored ventures in other championships around the world.
The Mk 1 Tauga was therefore an opportunity to enter into a new race series, and ErinSport set their sites on the continent; they would conquer the European Touring Car Championship.
The incredible world of mid-size saloons in motorsport
The European Touring Car Championship was reinstated after over a decade in 2000 and existed in this form until 2004. Using the Super 2000 rules, cars competed with 2l engines and were allowed only minimal modification to ensure homologation was kept in line.
The first season in 2000 attracted the likes of Merciel, Bogliq, Baltazar and Saminda, with many companies using the series to promote their mid-sized saloon cars in the European market. Erin saw their entry into the series as an essential part of establishing the Tauga in the company’s line up. However, they were also keep to see ErinSport branch out with how they approached this, something that the motorsport outlet did very well indeed.
The Welsh and the English agree to fight together for the first time in…well, forever
Plucky Welsh kit car makers Caliban were enlisted by ErinSport to help develop the touring version of the Tauga. Their extensive racing history stretched back as far as Erin’s did, yet the companies had only ever done minor engine-licensing partnerships and had never joined forces. The UK’s two premier motorsport organisations, working together to take on the ETCC.
Caliban did a lot of work on desgining the engine and refining the powertrain, while ErinSport worked on the suspension, handling and chassis due to their more in-depth knowledge of how the car had been made. Over the course of 2000, the collaboration tested the car and followed the inaugral season of the new ETCC closely, quickly singling out Merciel and Baltazar as the strongest competitors and thus the ones they would have to overcome to win.
Over winter of 2000/2001, sponsorship were finalised and the car was revealed in February, ready for that year’s season.
Hitting the track and proving its worth
2001 ErinSport-Caliban Tauga Touring, in the car’s Casio G-Shock-sponsored blue and green livery which it raced with until the folding of the championship.
Unsurprisingly, the amount of time invested into the partnership paid off well. The car was a storming success in its first season, catching many rival teams off guard over how much effort ErinSport and Caliban were willing to go to win. Alek Rodcheski, at the time still a new driver in the ErinSport roster, really made his breakthrough here, and would go on to race in all sorts of disciplines with ErinSport, including joining their 2018/2019 WEC team. He won the 2001 Drivers Title, and the team won outright in the Constructor’s championship.
2002, 2003 and 2004 proved to be far more challenging series, as the early advantage the car had had was met with fierce competition from a number of competitors. Contendiente famously joined in 2003, determined to take on the whole competition much like ErinSport-Caliban had originally intended, and the two teams became locked in a battle that would go on for years.
However, by the time of the series’ folding, the Tauga had truly earned its place, having won the most number of podium places out of all the cars that competed in the championship, as well as taking home two constructors championships in 2001 and 2003.
The Mk 1 ErinSport-Caliban Tauga touring, presented in ErinSport’s classic turquoise racing colours and standard 19" white racing wheels. Aside from the massive rear wing, lips and sideskirts, very little about the styling of the car was changed from the road-going version.
Post-ETCC: diversification and consolidation
In 2005, the FIA introduced the European Touring Car Cup, an annual race held at a number of European circuits during its existence. Meanwhile, the popularity of the ETCC prompted the FIA to take a more global view, and thus they reintroduced the World Touring Car Championship in the same year. It was only logical for ErinSport to take that direction too, and bring Caliban along with them.
The Mk 1 Tauga Touring competed for the inaugral 2005 season, before being withdrawn due to the end of production. After a 1 year break, the Mk 2 Tauga Touring arrived ready to compete in 2007, having once again been tuned with the help of Caliban.
Caliban, however, would eventually pull out of the partnership at the end of 2009, as ErinSport sought more independence in the WTCC and Caliban looked to focus on other ventures. The success, however, of the partnership ensured that it was a mutual ending to the collaboration, and helped to cement the Tauga’s place as one of the premier touring car chassis’s in modern motorsport. Caliban themselves enlisted advice from Erin when designing the current gen Thunder Infinity too.
And, as Erin have often done before, they decided to celebrate with a homologation special.
2005 Erin Tauga XR-Caliban
The ‘XR’ badge is a namesake saved only for the most wild of Erin performance cars, and this was no exception. The standard Tauga’s interior was stripped out and replaced with a lightweight 2+2 configuration, while the suspension utilised motorsport-quality parts and a similar setup to that of the touring car, making it notoriously sharp but also very uncomfortable. The engine, however, was different. It used Caliban’s Nightbringer 2.0l V6, a skimpy but thwarty unit designed for motorsport that was detuned slightly to make it road-legal.
Producing 256hp and barely weight 1350kg, the XR was good for 0-60 in 5.5 seconds and could set blistering lap times when driven properly. It was seen as the best way to celebrate the 2001 to 2004 period of the partnership, by working on a production car together. Only 250 of these were ever produced, each of them being adorned with three Caliban eagle badges to signify the partnership.
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Unity makes strength, lads! 
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The auto industry went mad for mid-size saloons in the mid-to-late nineties, to such an extent that stubborn old Erin decided that they should finally enter into the market. And boy were they going to make a lot of noise about it.
Enter the Tauga, Erin’s standard bearer for post-millenium optimism. It didn’t just signal a change in the cars the British marque would be making in the future, it introduced the world to a whole new ethos for car design. Efficiency as the key selling point on a premium saloon, yet one that offered superb driving dynamics and a wealth of advanced kit - colour interface displaces, dual zone climate control, traction control and more on a car that was at a more affordable end of the market.
There’s a f*ck-ton of lore here so I’ve put it into this neat little hidden section. If you want to read it then <3 but no worries if you don’t 
The Full Story
Origins: "When the hell are we going to build an Impakt rival?
Germany ruled when it came to luxury saloons. While a slew of new Japanese luxury brands would soon join them, in the early 90s they were unquestionably the best on the market. Erin was competiting with them in the full size executive section of the market with the Berlose, but they’d never entered into the mid-size section.
Well, not quite. There was the Lomaron, a saloon made in conjuction with Saminda. But it was never sold in the UK and certainly not a premium car. It did, however, put pressure on the company to create such a car. CEO Marco Erin had wanted to do this for some time, but other projects and limited budgets in the 1980s had restricted this.
By the 1990s, however, Erin’s finances were doing much better, and they would have completely updated their range by 1993 too. That opened up the oppurtunity to switch focus onto a new car, namely, a premium mid-size saloon. Thus in Autumn of 1991, Marco commissioned a research effort into the market to begin designing this new car.
Adventures in Aluminium
At the same time, Erin’s RnD wing, the X Department, were experimenting with the use of aluminium on cars. Much of their research had come about thanks to ErinSport’s Group C development programme, which had also helped to birth Erin’s first i5 engine - a story for another time. In particular, with so much money spent on researching aluminium and other lightweight steel alloys, they wanted to see it put to good use.
Erin’s first aluminium-bodied car, the Scarlet Mk 1, had been released in 1986, but was an expensive sports coupe. While it now meant the company had aluminium production facilities, the X Department wanted to see costs slashed on said production, to perhaps allow it to be used on an everyday car.
So when they got wind of rumours of a new car being researched in secret, they were quick to convene a meeting with Erin’s management, seeing a perfect opportunity to combine the two projects.
A Combined Approach
Over the winter of 1991/1992, meetings were held to work out how both projects could come together. The key issue was that the X Department were predicting that they would need a long time properly get costs down, which would force back the release of the new mid-size saloon. This would create problems; several other manufacturers were now announcing similar models, meaning finding a foothold in the market would be difficult.
That said, Erin’s management weren’t being naive. They could see the benefits using aluminium would bring to such a car, especially if were to be the USP of the thing. In order to push the X Department, they asked for a working example of affordable aluminium production to be in place by 1996, with an aim to launching the car some time in 1998/1999.
Both sides agreed it would be feasible, and thus the project finally got going in a big way. Codenamed “Project 55”, Erin’s mid size saloon was finally beginning to gestate.
Finding affordability
In order to bring the cost of aluminium manufacturing down, the X Department considered multiple approaches, but eventually settled on having Erin manage its own facilities directly. This would be costly initially, but it would take out a number of third parties in the process, meaning Erin only needed to source its aluminum. Considering that much of the cost difference between steel and aluminium came from its mining and refining, this was a huge save on budgets.
The X Department would also end up working with production line equipment manufacturers to develop new machines and new ways of working with the material, making it far more suited to being used on mass production lines - as opposed to the specialist production line on which Erin made its Scarlet sports coupe.
By 1996, the Department had presented its findings, and had manage to shave a huge amount of cost off of the production of the metal. It would require a lot of down investment, but would benefit the company for years to come, both through actually manufacturing the material and in how many cars it would allow them to sell.
"…but what’s going to make it stand out?"
Back in Erin’s engineering rooms, Project 55 was starting to become a reality. By now, it was clear that they were going all in; three different body types, all of which would be available within a year of launch. Feature-wise, however, this wasn’t going to be enough to make the car stand out. After all, every other manufacturer was doing the same thing.
Then, someone in the interior design department had the bright idea to get in contact with some of the people Erin had worked with from Saminda during the Erin-Saminda partnership days. Erin’s management were keen for the Project 55 car to have lots of groundbreaking technology, namely features that would “be the norm 5 years from now”.
Erin thus got in contact with a number of Japanese electronics companies, including Panasonic and Sony, to contract them for said technology. Rather than go the expensive route of trying to develop this themselves, Erin saw the benefit of going to the world leaders in such equipment, even if it would make manufacturing more complicated.
Panasonic would eventually design the 6.5" colour TFT display that sat on the Tauga’s dashboard, displaying the radio, air con information and the sat nav, something that had never been seen before on a car at this price point. Sony, on the other hand, developed the stock soundsytem on the car, fitting it with a total of 4 monitors - 4 tweets and 4 woofers - as well as innovative steering wheel controls, a proper CD player (and not just a stack unit) and a fairly decent amplifier too, giving even base models fantastic audio quality. Harmann International would, as is tradition with Erin, be contracted to develop the sound system for the top end Vox trim.
It would some become clear, however, that one feature was going to trump the lot on this car; its engines.
The Millenial Engine Range
Progress was looking good by 1996, and with much of the groundwork for the car out of the way and a rolling test chassis almost completed, it was time to work out how to power it. Erin’s engine department were similarly filled with a turn-of-the-century optimism as the millennium approached, and suggested that Erin should start marketing its engines more.
Thus, in early 1997, Erin announced it was changing how it developed engines, bringing (almost) all of its new offerings under one name: Millenial. It was a way to signify a number of new innovations that would define these engines.
The key feature was the use of Variable Valve Timing and Lift, something that Erin had been experimenting with for some time. As they had done with electronic injection back in 1983, they wanted every car in their range to use the technology, making the most of its benefits to power and efficiency.
Speaking of injection, the Millenial engine range would utilise fully computer-managed control systems, including computer controlled injection, allowing for active engine management and the ability to adapt to environmental conditions easily. Such innovations made Millenial engines noticeably more efficient than rivals, seriously benefiting the Tauga’s credentials.
First Impressions
By late 1996, the rumour mill was confident that a new mid-size saloon from Erin was on the way, with a number of spy shots from test mules taken up on the Peak District practically confirming this. Then, at the 1997 Geneva Motor Show, the concept finally emerges. Still called Project 55 at the time, the show car featured fairly similar styling to what would appear on the final car, as well as an early version of the Millenial 2.2l i6 engine. While far from finished, it sparked considerably interest in the car.
A year later, and the final Pre-Production Concept emerges, and it finally has the name - Tauga. Erin really were not taking any chances with this car, considering that by now they had sunk a huge amount of money into it. Even if it was arriving years later than planned, it was able to tap into the pre-Millenium buzz, selling itself as a glimpse of the future. All three body variants were revealed, with the launch date being given for March 1999.
In hindsight, it couldn’t have come at a better time. The Nineties had been a renaissance period for Erin, with all models in their lineup selling well, as well as seeing outstanding success in motorsport in both touring car racing, GT racing and endurance racing. The Tauga, then, was the next step for the company, made better still considering that much of it had benefited from research gained in these racing disciplines. But there were problems beneath the surface that would soon emerge in a nasty way.
The Magnet Effect
So much effort had been vested into the Tauga that the company had neglected other models. And with the rest of the range due for an update over the course of 2000 to 2001, the company ended up rushing the development of those other models. While the Visto, whose third generation launched in 2001, would join the Tauga as one of the strongest selling Erins of the early 2000s, the company’s two most famous models - the Berlose and Merna - struggled due to lacklustre design and tough competition that had been neglected as everything was focused on the Tauga.
Upon release in March 1999, the Tauga was met with widespread critical acclaim. Its efficiency and driving dynamics stood out the most, with critics praising the wide choice of body styles and engines. And there lay the problem; the Tauga stole the limelight off of the rest of the Erin’s range, both outside the company and within. Its success came at the cost of Erin’s other models, forcing a major rethink in the company’s approach to its range in years to come.
A car that changed the direction of Erin forever and redefined its market, at the cost of the marque’s own image. The Tauga was one of the most innovative and arguably important cars of its time, but the mid sized saloon thoroughly shook the mid sized company, for better and for worse, into the company we know today.
1999 Erin Tauga (Mk 1)
Overview
The Mk 1 Tauga was Erin’s first proper mid-size saloon. A rear-wheel drived machine that utilised aluminium body panels to save on weight, with multi-link suspension and integrated safety engineering, it was ahead of its time for the turn of the century. With its broadside squarely aimed at the German and Japanese dominated premium market, it tried to offer an alternative to the standards they’d created in this segment. Its key selling points: superb efficiency, great driving-dynamics and modern features.
Coming in three different body variants and powered by Erin’s new Millenial engine range (namely 2 i5s, 3 i6s and 2 V6s, one of which came on the very sporty XTune variant), it was designed to be a proper catch-all vehicle, with its key mission being establishing Erin’s position in this very competitive market. Entry-level trims tried to tempt away buyers looking at cheaper every-day offerings, whilst top-of-the-range trims aimed to outdo the competition with advanced features like TFT interface displays, high end audio equipment and dual-zone climate control.
Where most mid-size saloons could average around the 30 MPG (UK) mark, the Tauga impressed with significantly better ratings than rivals. Even on larger engines such as the 2.8l i6 option, it could average 36 MPG, with diesel variants reaching well above 50 MPG.
It was one of the most significant cars in Erin’s history, and has played a pivotal role in shaping the company into what it is today. It was the fastest selling saloon in the company’s history at the time, the first Erin to receive a Euro NCAP 5 Star rating and one of the first high-volume cars to use aluminium body panels, an innovation that has become perhaps its best known feature,
The Saloon
The standard saloon body Tauga had a tough role to play: fit into the bustling crowd of mid-size saloons so that customers would take interest, but also stand out enough so that said customers would maintain said interest.
Head of Design Chris Famerley, now overseeing his third wave of cars designed under his influence at the company, wanted to mimic the tidy and ‘happy’ feel of Japanese cars at the time. The Tauga was therefore given a subtle smile at the front, whilst a common theme of parralelogram-shaped fixtures was used across the car.
The result: a unified, smart and friendly design, with enough edge to make a statement parked in the office car park, but enough charm to not come across as vulgar or imposing.
The Coupe
The Tauga Coupe introduced a new way of approaching such a car. Not the coupe as a whole, but rather two versions of four door cars. Then-CEO Marco Erin had often complained about the laziness of such cars when it came to dealing with interiors; typically, rear-seat passengers ended up having to cram into a tiny space as such cars were simply created by sloping the roof line at the back.
The solution: split off the design of the Coupe variant fairly early on during the development process, and reshape the cabin to accomodate such changes. The whole cabin was elongated, whilst different seats were used that were more reclined. This allowed rear seat passengers to sit (fairly) comfortably, whilst the coupe styling was maintained. Although more expensive to develop, it paid dividends in establishing the Coupe’s reputation for comfort.
Combine that with a sharper suspension setup and the benefit of less weight, and the Coupe offered by far and away the most sporty option of the Mk 1 range. Tight, balanced and superbly pliable on the road.
The Tourer
Like all Erin estates, the Tourer variant came as standard with AllDrive all-wheel drive, as well as featuring a number of styling changes; roof rails for both practicality and to give a more rugged look, narrower tail lights to make way for a wider boot hatch, and a subtle rear spoiler to make it…well, more sporty.
The Tourer in particular was marketed towards families, with tailored finance packages and exclusive optional extras designed with consultation from parents. Erin hoped the efficiency focus would shift a fair number of units in this demographic, but they knew it had to appeal in more ways than just that, especially against cheaper, non-premium wagons.
The XTune Variant
Naturally, with this being such a momentous occasion for the company, the X Department had to get their hands on it and develop a sportier model. Enter the XTune 3.3l, powered by the recently introduced NS6-C, the third generation of the NewSeries V6. In line with the key features of Erin’s new Millenial engines, the NS6-C was an aluminium block with fully computer managed control systems and VVT/L.
For the 3.3l XTuned variant of the engine, sports intakes and individual throttle bodies were used, making it good for 331 hp, screaming its way to just shy of 7800 rpm. The car wasn’t as fast as some of its competitors, still capable of 0-60 in 5.3s and 167 mph flat out, but the lightweight aluminium construction and further weight reductions on the interior brought it in under 1.5 tons, making it thoroughly poetic through the corners.
Impact
Not only would the Tauga become the company’s flagship car in the early 2000s, it forced efficiency to become the main priority for rival models. Although petrol prices were low in Europe at the time, something which had freaked Erin’s top brass as the launch date approached, the car’s other features ensured it sold incredibly well. By the end of its production run in 2005, over 2.4 million Taugas had been sold, making it one of the best selling Erin’s of all time.
It would, however, be a shining star in a time of considerable difficulty for the company, as more traditional models - namely the Merna and Berlose - failed to sell as well due to poor design. The Mk 1’s successful career in motorsport would also be overshadowed by separate problems, namely the struggle that was the GT-01. The Mk 1 represented what Erin could do when they were at their absolute best, but after almost 9 years in development, it showed how much of a toll the singular focus had taken on the company.
Thanks for reading! Feedback/comments/complaints/all that jazz very much welcomed.
BeamNG photos
Click for larger.
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I remember this car (or rather, a specific version of it) from CSR71, where it did very well indeed. And now that you’ve finally shown us the background, specifications, and legacy of the original Tauga, as well as several screenshots of its various trims, I am most certainly impressed.
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Does this mean, could it really be?
I am happy now despite a considerable loss of share in the taxicab market.
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Cool. Like a friendly BMW for nice people. But tell me more about the I5s 
And BTW, how did you make that grid gallery at the end?
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@Awildgermanappears Don’t you worry. When and wherever we get diesels in automation, beautiful things shall happen at both of our companies.
@szafirowy01 Glad you asked, a big f*ck off post will come eventually about i5s. Long story, something something Group C V10s something something “why don’t we make an i5” something something…
That grid gallery tho? Drag and drop yer images into the post, and then resize them by changing the pixel numbers in the text. Use a ratio calculator to get the right ratio etc. I just made them half the max width so that they would sit neatly like that.
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Nice 2008 toyota Camry.
Just kidding, Good job!
Well by that self promoting and very arrogant logic, I’ve managed to predict Toyota’s design 10 years before they did 
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Sorry if i sounded arrogant. it was just a joke, bro
i didn’t meant to offend you, i really like your designs.
shit wait hang on that was worded badly
I meant that I was arrogant for saying I’ve predicted Toyota’s design
Shall we just start again?
Yeah… Probably…
Considering english is not my main lenguage, It’s quite easy for me to misundertand things sometimes…
Ah dude, don’t worry. Happens to the best of us, especially on the internet where sarcasm and jokes sometimes just don’t translate. Don’t fret! <3
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Overview
In 1962, Erin branched out into the realm of GT cars with the Ghaleda, an understated, powerful 2+2 coupe that, like many of the company’s early ventures, aimed to take on the big boys. Today, the car is one of the more sort-after of Erin’s early models, with less than 600 examples being produced between 1962 and 1965.
History
In 1960, Erin set out a roadmap for the expansion of its company, including the launch of a multitude of new models and the construction of a new factory in the south of Nottingham, UK. Arnold Clark, who had joined the company that year and was one of the main advisers to CEO Dominic Erin, was keen to see Erin make a GT coupe to compete with the likes of the Bonham Fleming, Zavir 65, Scagliati 300 Series and other offerings from the continent.
A new 2.6m platform was developed for the car, as well as a revised version of their SE-12 engine found in the more famous Lagana. This new engine, named the SF-12, was a DOHC 2V all-iron V12, and its first iteration was a 4.0l 309hp variant. This would be the only engine offered in the Ghaleda.
The styling aimed to be contemporary and understated, carrying some of the features of the Lagana with it. It was given a long nose and large boot for practicality. The cabin was spacious, with light walnut cladding, painted leather and a well-specced sound system. It was the most well equipped car the company had made to date.
The Ghaleda was the first car to be built on C-Line at the Nottingham Factory, a hand-made construction line with limited machinery assistance that would stay open until 1977.
On the road
The Ghaleda knocked out 0-60 in 7.0 seconds and could hit 138mph flat out, making it on the slower side for GT cars of the day. Erin decided that to counter its then-notoriety for making cars that were too sharp and too racer-esque for every day use that they should produce a model more focused on handling and road feel, which is where the Ghaleda excelled. It was rounded and more comfortable away from the limit.
The car’s high base price, however, did limit it in sales and appeal, having to compete with more established companies and marques. It has often been seen more as the test mule for more successful GT cars later in the company’s life, but still forms an important chapter in the early days of Erin.
The base chassis would later be used as the basis for its successor, the Fusilla, which arrived in 1966.
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