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Hades Automobile


#1

Hades Automobile

Founded in 1934, Hades was the brain child of french Banker Étienne Laporte, who gathered an interest in the Automobile business after a trip to the USA. Having seen the various race cars made in people’s garages and sheds, and seeing big companies like ACA and Bogliq, Laporte began to reach around France and Europe for possible partners and engineers.

No Partners were found before the outbreak of WW2, where Étienne fled to England at the first sign of war. In his time in exile, he began work in logistics with the British Army, helping to distribute food, vehicles, and funding. During his time, he met a Tank engineer named James Greenwood. Greenwood was a Tank Mechanic, and former Engineer at Bonham before the war conscripted him.

After the Liberation of France, he returned to his home, and began making plans for his first car. He was able to bring the former Bonham engineer he had met in the UK over to France. Together, they were able to plan, and design their first model.

Their First model would be unveiled to the world in 1948…


Car Company Directory
#2

1948 Hades V16

Unveiled to the world in 1948 Earls Court Motorshow, the Hades V16 was a unique, and different affair. Designed and built in 3 years, it was powered by a 6.3L OHC V16. The Engine, the Requiem-63-A-48-350, was 350hp 2 barrel carbed monster. It was able to reach a top speed of 254km/h.

The V16 was not without it’s downsides. It struggled to take a corner, the 2 speed manual was a strange choice for the gearbox, was sluggish to get up to speed, and was heavy, and not so comfortable, despite the expensive and lavish interior.

The V16 was a market failure. It was too expensive. No body could afford the car after the effects of World War 2. The car sold for $3,850 in 1948 ($35,571 @100%)


#3

Begin a company with a failed car, I like it :sunglasses:


#4

After the completion of the V16s Production run in 1951, Étienne had rested on his laurels. He saw the V16 as a success, but his son, Hugo, did not like the attitude of his father. He saw, as he was a banker like his father, that the V16 was a bit of a flop. He instead began theorizing and experimenting with his father’s V16.

As the 1960s rolled around, Hugo had become vice-president of the company, but was basically in control. Outside of his father’s knowledge, a new concept had been created. On the 1st of January 1963, Hugo showed off his new design to his father. Étienne applauded the new concept, and green lit it for production. This would be Étienne’s last Major act before his death in March of 1963.

1963 Hades Tartarus V16

Unveiled at the 1963 Geneva Motorshow, the Tartarus V16 was a slightly different beast to the Original V16. It was in various stages of development from 1951 through to 1963. The Tartarus was powered by a new V16. The Requiem-55-B-63-360 was fitted with 8 DCOE carburetors, and made around 360hp to the rear wheels.

The Tartarus was much better refined than the V16, however it was not without it’s problems. The ride was flat through the corners, and struggled around them at a good speed. Yet again, the comfort and ride was not up to the standard set by the interior. It was also horrendously expensive, selling for $6,600 in 1963 ($46,918 @ 100%)

This vehicle fared better than the regular V16, with a few more sales, however, Hugo considered the vehicle a failure yet again.


#5

In the meantime I wonder if my first (50s) super GTs will use more than 6 cylinders :smile: I like the absolute craziness of the idea executed realistically.


#6

After the end of the production run of the Tartarus, Hugo and his team began to draft up a new design. Something that was made to be fast. One could say the world’s fastest.

There the goal of their next car lay.
Break the Production car speed record.
By Any means

1986 Hades Lethe V16

Unveiled at Geneva in 1986, the Lethe was a Hades unlike any seen before. It featured the largest V16 made by the company so far, and on top of that, it was mounted behind the driver. Along side that, there were also two turbos added on, just for good measure.

The Twin Turbocharged 8L V16, the Requiem-80-C-86-945, made around 945hp, mated to a 5 speed manual rear drive system. This allowed for the Lethe to reach speeds never seen on a car before.

The Lethe was able to reach an incredible speed of 433km/h. This speed would place the Lethe as the fastest production car in 1986. A record that would stand unchallenged for over a decade.

The record, however, would not help the Lethe’s sales all too much. It would sell for $54,500 in 1986 ($107,481 @ 100%)


Proof I’m not full of shit


#7

Challenge accepted :sunglasses:


#8

Don’t invalidate my lore

:stuck_out_tongue:


#9

Not so fast, buddy! I am not going to let you take that challenge alone! :smiling_imp:


#10

$54k in 1986 money is incredibly cheap for what it is. IIRC a Ford Taurus SHO sold for about $20k in those days.


#11

Guess I need to inflate the markup even more then


#12

Don’t worry, I won’t be a dick and I’ll give you ~5 years with the record :wink:


#13

Now I understand why it’s so fast… the body you used has an absurdly low drag coefficient, and when combined with the immense power of its V16, there is no doubt it could easily outrun even the fastest Group C racers of the same vintage!


#14

The Record was theirs. It stood untested, but the new owners of the company wished to take Hades back toward their roots. A GT was in order. Open Roof, and big fun.

1998 Hades Archeron V16

Unveiled at Geneva in 1998, the Archeron was an unexpected return to form. With body line inspiration taken from the Original V16 and the Tartarus, the Archeron was a fully fledged GT with the Hades Difference.

The Styling took on a more aggressive touch, inspired by the Le Mans and Grand Touring cars. It’s headlights were considered outdated on arrival, however, with a fold-away front panel revealing the headlights at night.

Under the bonnet, a 5.5L Twin Turbocharged V16 lay, making 784hp. The Engine was coded Requiem-55-D-98-784.

The Archeron would sell better than the Lethe, however would still struggle from lack of global interest. It would sell for $127,295 @ 150%


#15

Oh Hi, this is a casual Necropost.


My game broke, so I lost my entire .db file. Due to this, I’m going to be calling anything above non-canon and starting the company over from 1948 again. They’ll be just as stupid, but more selective and styled better.


#16

Full Necropost and I don’t care at all


1963 Hades Zariel GT

First Unveiled to the world in 1963, the Zariel was a shocking machine. It fell out of a stable very few knew, having only made a single model since 1948, the Orcus.
The Zariel was made purely for the reason of “Why the Fuck not?”

The Zariel was shoehorned into the 1964 LeMans 24 Hour. It did not do well. The engine, an 8L V16, was not reliable in the slightest. It first fell flat during testing, when the original gearbox was destroyed on the first full-length practice test at Magny-Cours. Spirits were not soured however, and a new, more resilient gearbox was developed and fitted. Then, during it’s first qualifying attempt, the engine blew. The engine was replaced in time for a 2nd qualifying run where the Zariel was able to Qualify for the race.

Unfortunately, the poor reliablity would strike again, and the Zariel would drop out of the 1964 race merely 2 hours in, when the car electrics failed.

The Zariel would instead move on to be used in display events, and shorter series where Reliability of the engine was less of a concern. Production of the Zariel, only ever sold in the “National Pride” Colour Scheme, ran from 1963 to 1967, with less than 25 units produced throughout the run.


#17

1986 Hades Zariel II

The “Successor” of the 1963 Zariel, the Zariel II was designed as a race car for the road, with very few creature comforts. Powered by another 8L V16, this time with two turbos allowed the Zariel II to make many more times the power of the original, nearing over 800kw.

Care was put into the Zariel II into making it truly appear like a successor to the not-so-legendary 1963. The headlights were similar in design, the Signature intake pods and unique dual wing were followed through to the Zariel II, but things were also different.

The Enormous rear wing and diffuser set it apart and it’s own unique machine, and the triple exit rear exhausts made it stand out massively compared to the competition

The Zariel II was also only ever offered in the “National Pride” Scheme, with only 100 produced between 1986 and 1992.


#18

Awesome vehicle. I loved it.


#19

Here’s a teaser for the upcoming finale of the Zariel line.


#20

1985 Hades PHGB-T8 "E0" Evolution Zero

The Prototype Hades Group B-Track 8 Cylinder Evolution Zero was a Black Project within Hades for a very long time. It officially didn’t exist. It was not until 1998 that the Evolution Zero was acknowledge by Hades as existing.

The E0 was a strange beast. It was designed for the Circuit Alternative of Group B. However, when it was known that no other companies were persuing that class, and that no international organization was willing to host a series that the 5 built models were hidden away, their technology to be used later on.

The E0, internally, was different to every other Hades. It had a Front mounted 2L Twin Turbocharged V8, and an AWD system allowing it immense mechanical grip alongside it’s aerodynamic grip. The E0 now makes the odd appearance at classic racing events over europe.