In 1970, Lacam launched the Ornon Rallye. It uses the engine and bodywork of the 170g coupe with wider fenders and larger tracks. The suspension is firmer and lowered. The widened tires are mounted on alloy rims.
Because of the success of budget-minded sports cars like Datsun Z or Porsche 924, Lacam design the Lacam Roizon in order to propose a slightly upper class competitor to theses sports cars.
This car is powered by an inline-6 engine proposed in two power : 120 hp or 190 hp. It is both available in 5-speed manual or 4-speed automatic transmission.
Car headlight technology is constantly advancing. Thanks to its suppliers, Lacam is able to offer its cars brand new headlights that change their front look.
Four-valve dual overhead-cam heads were somewhat rare in 1982, let alone when combined with multi-point electronic fuel injection, and as such the Ornon’s engine would have been one of the most advanced ones anyone could have bought at the time outside of a few rare and expensive exotic cars. The fact that it looks better after its facelift is icing on the cake.
At the end of the 1970s, to expand its range, Lacam decided to study the production of a smaller, more economical sedan. This car requires a new platform and a brand new engine. The development was completed in 1985. It resulted in the presentation of the Lacam Furka.
This car is powered by an all new inline-4 engine proposed in a large range of power : 80hp to 190 hp. It is both available in 5-speed manual or 4-speed automatic transmission.
The Furka is one of your better-looking designs - naming it after a Swiss mountain pass certainly helps. And I get why many of the available engines are fitted with single-point EFI - multi-point EFI was more expensive, and therefore less common in 1985 than it would be just a decade later. However, a corrosion-resistant steel chassis seems like overkill (cost-wise) in any lower-end car made before 1994, when treated steel panels first become available - a galvanized steel chassis, with its lower cost, would have sufficed for such vehicles.
Edit: @Knugcab you were referring to corrosion-resistant steel panels. That item was removed in the most recent update due to being too similar to treated steel panels stat-wise. However, corrosion-resistant steel chassis are still present in the game.
The Lacam Furka 170 LMR is the first car developed by Lacam Motor Racing department. It uses our first inline 4 DOHC 16 valves engine tuned for performance and driving pleasure.
LMR departement modified the running gears, brake system and the steering system for a better handling on small winding road we find in moutains. It modified vehicle's aerodynamics for better road behavior at high speed too.
To preserve the safety of the passengers, the engineers considerably reinforced the structure. This work allowed the designers to remove the roll bar initially envisaged.
To replace the L629 inline 6-cylinder engine released in 1963, Lacam designed an all-new, all-aluminum V6 engine. Its displacement can vary from 2.5 liters to 3.5 liters. It can be fitted with a cylinder head with single or double camshaft. All variants receive electronic multi-point injection and a catalyst to meet future anti-pollution standards.
The switch from a straight-six to a V6 after 25 years may have resulted in a less balanced engine compared to an I6 of identical dimensions, but on the other hand, it yielded a more compact one (vital for transverse applications) - and the all-alloy construction is not only very advanced for 1988, but also helps save some weight. I hope the quad-cam version of the V635 Tabor III engine finds a home under the hood of the next Furka, among other things. Obviously, since all variants of a given engine family must share the same valvetrain, and the Tabor III comes in single or dual overhead camshaft-per-bank variants, I’m assuming you created two different families (one SOHC, the other DOHC) to fill out the new-for-'88 Tabor lineup.
