LaVache Horseless Carriages [MY2019 Sedan Lineup]

SUVs! They are all the rage these days. Naturally we had to come up with our own.

As a result in 2001 we presented the Trailbreaker to the world.

It rides on the same ancient platform as a Skywarp, with a more rugged live rear axle. It also has the same engines, the base engine is the 3.6L SOHC V6 from the Skywarp ST4, mated to a 4-speed automatic. The Trailbreaker RT4 has the 3.6L DOHC with ALMOST 300hp, also combined to a 4-speed automatic. The ST4 is also available with 2WD, if you’re into that sort of thing.

For the 2007 MY the vehicle got a minor facelift and some new engines that replaced the by now 20 year old units as well as a new 6-speed Automatic.


Stats

Trailbreaker ST4: 3.6L SOHC V6, 218hp, 233ft-lb, 4AT, 3477-3622lbs, $23,500 (4WD: $24,990) (2000-2006)

Trailbreaker RT4: 3.6L DOHC V6, 295hp, 275ft-lb, 4AT, 3810lbs, $29,800 (2000-2006)

Trailbreaker ST4 FL: 3.3L DOHC V6, 250hp, 233ft-lb, 6AT, 3950lbs, $27,300 (2007-2010)

Trailbreaker RT4 FL: 3.8L DOHC V6, 288hp, 281ft-lb, 6AT, 4170lbs, $33,200 (2007-2010)

Trailbreaker RT4 S FL: 3.8L DOHC V6, 330hp, 289ft-lb, 6AT, 4110lbs, $37,460 (2007-2010)

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In 2010 a larger, all-new Trailbreaker appeared, finally putting the prehistoric Sunstreaker platform to rest. For the first time ever, for streamlining the production it was not based on a LaVache platform, but shared about 70% of parts with the Monolith Saturn, with only mild changes to the styling and interior.
Obviously it got to keep the LaVache-only V6 engines. Due to the increased weight the 3.8L engine was demoted to be the base engine and stroked to 4.0L for more torque. The 5.0L V6 from the Ramjet was the other petrol engine. However rising fuel prices made LV research ways to significally improve fuel economy, resulting in IMP developing a diesel engine specifically for the Trailbreaker and Ramjet. It displaces 5.0L, twin turbochargers and 310hp. More importantly the 5000lb Trailbreaker is now capable of 26mpg combined.


Stats

Trailbreaker ST4: 4.0L DOHC V6, 288hp, 300ft-lb,4247lbs, 6AT, $43,760 (2010-2014)

Trailbreaker RT5: 5.0L SOHC V6, 355hp, 360ft-lb, 6AT, 4870lbs, $52,430 (2010-2014)

Trailbreaker RT5 Diesel: 5.0L DOHC Turbodiesel, 313hp, 494ft-lb, 6AT, 5007lbs, $56,700 (2010-present)

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But before this can happen, you better keep an eye out for its 1996 Predecessor.

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After ten years and over 1.4 million cars sold the Skywarp needed a modern successor. That would come around in 1996. It was nothing more than the old car restyled in 1990s Jellybean styling, even though the original 1985 design had aged quite well.

The trim levels were mostly unchanged from the previous models, but the mid range ST3 lost its manual transmission option, leaving the basic ST2 and the sporty RT4 S as the only models left with a manual. All other trims now used the 4-speed automatic. The engines in the STs were also based on the previous model, but were equipped with new 18 Valve cylinder heads that allowed for a minor bump in power and efficiency to combat the significantly increased weight.
The RT4 S kept the 3.6L DOHC engine, also with a modest power bump. The chassis was completely unchanged, but the RT4 S was the first LV to have a 6-speed manual transmission.

Overall the initial reception was lackluster, as the only true difference between it and its predecessor were 300lbs of added weight.
Until LV launched the Interceptor spec.
The RT4 Turbo Interceptor replaced the Ramjet RT5 Interceptor as LVs offering for Highway Patrol units all around the USA and Canada. Unlike it’s predecessor a more cost effective approach was chosen by using a regular ST4, with its 3.6L SOHC V6 bored out to 4006cc and adding a single, water-to-air intercooled turbocharger. At 360hp and 416ft-lb it was a lot less powerful than the Ramjet Interceptor, but it was lighter and cheaper to buy and maintain.

Despite not being really that interesting, the turbocharged Interceptor evoked memories of the legendary 1988 Skywarp Turbo II, the added prestige and more importantly its attainability led to a spike in Skywarp sales during the late 1990s.

Production of the 2nd generation Skywarp ended in 2003 to make way for an all-new generation…

ST2 - base model with basic trim and basic performance.
2.8L SOHC V6, 167hp, 179ft-lbs, 3095lbs, 5MT or 4AT, RWD, 138mph (1996-2003)

ST3 - mid range model, slightly better in every aspect but no more manual.
3.2L SOHC V6, 197hp, 202ft-lbs, 3135lbs, 4AT, RWD, 143mph (1996-2003)

ST4- luxurios model with very good standard equipment.
3.6L SOHC V6, 242hp, 242ft-lbs, 3308lbs, 4AT, RWD, 154mph (1996-2003)

RT4 S - Sports model with beefier everything, a thrusting DOHC engine and a manual.
3.6L DOHC V6, 295hp, 275ft-lbs, 3210lbs, 6MT, RWD, 161mph (1996-2003)

RT4 Turbo Interceptor - Police special replacing the Ramjet Interceptor, with a unique turbocharged engine and cop everything.
4.0L SOHC Turbo V6, 360hp, 416ft-lbs, 3263lbs, 4AT, RWD, 170mph (1996-2003)

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Upcoming rubbish:

1974 LV Sunstreaker - The infamous subcompact that singlehandedly brought down LaVache, yet became their biggest success story ever.

1977 LV Ramjet - The last hurrah of the Big-Block V6 (yes, bigger than the current 5.5L V6).

1978 LV Scourge - A desperate and ultimately futile attempt at saving the company from bankruptcy.

2001 LV Ramjet - The classic american full-size car evolved for the new millenium.

2004 LV Skywarp - A drastic departure from the past with a globalized strategy.

This is one of the few threads to show the viability of ladder frames in passenger cars for a variety of reasons. I like how this is going and where it will head for next.

As usual, your comment left me more confused than enlightened. Please do one of your overtly long, explainative comments so I know what you’re on about.

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Specifically, I wonder how you made the Ramjet (a ladder-framed car) competitive against the slew of unibody designs that had become the norm at the time. And cars named after Decepticons just seem that little bit cooler in my opinion.

Well it’s yuge, confortable, as durable as a tractor and best of all the low-tech tractorness makes it cheap. And it’s unique. Who else offers you a full-size body on frame car with independent rear suspension and a 5.0L OHC (so high tech) V6 with either twin-turbochargers or a 5-speed manual?

And yes, G1 Decepticons make everything better.

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Because LV will be present at Automation NAIAS soon and because I’ve finished the presentation over five months ago, have another CUV for dem sales.

The LV Cliffjumper was launched in 2014 to much critical acclaim. It is based on the compact Thundercracker and thus FWD. Like all other LVs the base engine was a V6. In this case a 2.3L unit with 175hp. The Cliffjumper V’s is well equipped and can be optioned to have either FWD or AWD, a 6-speed manual transmission or a 6-Speed DCT. The Top engine was also also V6, in this case a 2.3L unit with a Turbocharger and 275hp. The Cliffjumper X’s Turbo is well equipped and comes with AWD as standard, and can be optioned to have either a 6-speed Manual Transmission or a 6-Speed DCT. The other engine is also a V6, in this case a 3.1L Turbodiesel with 220hp. The Cliffjumper E’s Diesel is well equipped and only Sold with AWD and the DCT but is EPA rated to deliver 35mpg combined.
Prices Start at $23,650 for the V’s FWD and reach up to $39,990 for a fully optioned X’s Turbo with the DCT. Attractive pricing and a well chosen market segment combined with a genuinely competitive product make the Cliffjumper the best selling product of the IMP Corporation with over 150.000 units sold worldwide every year.

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Is there a better car for a cross country roadtrip than a sublime LaVache Wagon with a 380hp, 410 cubic inch V6, sleeper seats and a tasteful amount of wood paneling?

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A V6 of that size is very unusual, and certainly not very refined, so why did you use one?

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  1. Lore. LaVache has used nothing but V6 engines since 1966.

  2. Simplicity. Less moving parts than a V8 due to less cylinders.

  3. Torque. Large Bore diameter and long stroke

  4. Efficiency. A larger individual displacement per cylinder allows for more accurate dosation of fuel resulting in better thermal efficiency.

Modern trucks often use six cylinder engines with up 16L of displacement for those very same reasons.

Regarding NVH: The LV Big Block V6 is very similar in concept and exceution to the GMC V6 of the 1960s. In fact the 305cui version is basically identical to the GMC 305. Just like the GMC V6 and the Lancia V6 of the same era it has a six-throw crankshaft to achieve the fabled 120° firing intervals (most modern V6s only have three throws) and low vibrations. Any remaining vibrations are soaked up by its sheer mass. The LV Big Block weighs more than most microcars after all.

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That LaVache looks great and it certainly captures the era! Really clever and interesting design especially the wood panelling :smile:

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Last of the Big Blocks, first of the Turbos. 3rd generation Ramjet.

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That’s one menacing looking thing!

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These are three generations of Ramjet.

The previously shown (in roadtrip mode) 1st gen in the range topping 444 Electrojet Brougham trim with, you guessed it, a 444cui V6 with electronic fuel injection and 430hp.



The redesigned to look more serious 2nd generation, in base model 359 specification, with 250 gross hp.



The previously hinted at 3rd generation, specifically the last ever H-Block V6 equipped Ramjet and indeed LaVache built in 1980, down to just 6.4L of displacement and severely strangeled by EPA regulations yet still fuel injected and making 225hp.



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Some of these colours are absolutley gorgeous. Love the styling of the 2nd Gen Ramjet too, superbly authentic for its time period.

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Why though? Of all Ramjets the '72 is easily the least intricate.