This is nice…really the kind of cars that makes me ignite on all cylinders IRL…even if I prefer to make bland family cars in the game.
Spme lovely design touches on them.
This is nice…really the kind of cars that makes me ignite on all cylinders IRL…even if I prefer to make bland family cars in the game.
Spme lovely design touches on them.
Founded in 1949, the Leviathan Motor Company was focused on premium performance and luxury in their cars from the start, but eventually branched out as the times changed.
This company has been restarted for the Generations challenge and beyond. I’ll keep the old cars up, but they will all be redone or thrown out at some point.
The Captain Series 6 is the coupe version of Leviathan’s first luxury/GT car. Powered by the 280 Serpent OHV V8, Captain made 158 hp and 234 lb-ft. torque. This power was delivered through a 4-speed manual transmission pushing the large coupe from 0-62 mph in 11 seconds flat. The drum brakes did what they could to bring the Captain to a stop from 62 mph in 410 ft.
As the sportier Captain, the Series 6 wouldn’t sell as well with families as the Series 8 because of it’s 2-door 4-seat layout. It’s interior was high quality with leather seats, woodgrain trim, and am radio. An optional air conditioner was offered, but the lack of controls meant it had to be turned on and off on the unit itself. A complete redesign in 1954 led to it being a much more popular option.
The Series 8 shared most of it’s components with the Series 6, including the 280 Serpent V8. The suspension was looser and allowed for higher cargo capacity and better offroad capabilities. The sedan comfortably seated up to 5 people. Later in the year, the 280 was updated which brought power output to 165 hp.
The Captain was a major success for the young company and helped LMC gain a foothold in the crowded premium American market. The Series 6 was named “Best Upscale Car” by Motor World Review’s August '51 issue, praised for its pulse-pounding performance and relative affordability.
LMC’s interest in sports cars was evident early in its history. The early success of the Captains freed LMC to experiment with a new light sports car dubbed the Spectre. Without an engine fit for a car of this size, LMC opted to use an accomplished 1.4L Boxer engine from the more established Rennen Automotive. Although heavy for its size, the motor proved a great fit for the Spectre. A prototype called the RS1400 was constructed for the 1952 Corso di Fruinia using a race tuned version of the snarling Boxer. It produced 129hp and theoretically could reach 119 mph, although it rarely saw over 100 mph in action. The little blue car did surprisingly well barring a minor incident in the first stage.
Production started just a year and a half from its inception in limited numbers. This Spectre was much quieter and safer than its racing counterpart, with the engine downtuned to 102 hp. The interior used many of the same materials as the Captains, helping make up for the rather sporty and uncomfortable suspension setup. These little sports cars are an important landmark in LMC’s history and are highly sought after today because of its rarity.
The Captains received a major update in 1954 with new styling and a refined engine. The 280 Serpent V8 was now producing 174 hp, which was enough to push the cruiser comfortably over 120 mph. Various improvements were made across the board. Larger all-season tires were now standard along with larger brakes. Reliability, and fit and finish became a major focus to help build on LMC’s reputation as a relatively cheap yet prestigious brand.
Note: This Halcyon will be remade …After the relative success of the Captain in the early 50’s, it became clear that the ever improving competition would make it hard for LMC to continue selling a one size fits all high-end car. In 1955, work began on an all new designs influenced by European sports cars. The project turned into a reality in 1957 with the release of the Halcyon. Built as a high-performance GT sports car, the Halcyon had the absolute best of what LMC had to offer at the time.
The quintessential Halcyon of the day was the GT. Powered by the newly developed 384 Seabeast V8, the GT made 259 hp and 362 ft-lb of torque. The engine had a similar basic design as the older 281 Serpent, but on a bigger scale. The result is a 146 mph top speed, a 8.47 second 0-62 mph time, and very expensive tires. While priced out of reach of most families at the time, it was still cheaper than a lot of it’s influences across the ocean.
All Halcyons had high quality interior, but the GT was the only trim with full leather seats and leather/wooden dashboard. The base model was more inline with other sports cars in price and performance. It featured a tuned 281 V8 outputting 187 hp. The top speed was a respectable 131 mph and 0-62 was still impressive at 9.5 seconds. Major improvements have been made to braking since the Captain was released, with a 60-0mph stopping distance on all trims near 250 ft down from 400+ ft.
LMC shot for the moon and missed the mark with the Halcyon. At the beginning of the sixties, a different approach was made to performance cars. Enter the Maladus. A much cheaper, more nimble sports car with bold new styling, the Maladus was an attempt to reach a wider audience with a sports car. Though it still had a roaring V8 under the hood, it was much smaller at 262 ci and wasn’t nearly as intimidating to drive. Boasting 175 hp, the Maladus’ top speed was 116 mph and 0-62 mph was a little over 9 seconds. Though not as quick as some of the elite cars of its time, the handling was substantially better than the Halcyon.
The Maladus sold reasonably well through the early sixties thanks to its accessibility and low price, though it was criticized for being too slow for it’s sporty setup. It’s looks were somewhat controversial which worked in LMC’s favor as it brought more attention to it. The Maladus would receive a facelift in 1965 along with other improvements
The Sunspear is LMC’s largest car to date that replaces the Captain as the fullsize land yacht. Powered by a slightly large 289 V8, the boat was good for 112 mph. What it didn’t have in sportiness it tried to compensate in luxury and space. 5 Leather seats and a high-end AM radio were fitted inside.
1965 saw a much needed facelift for the first-gen Maladus. It now looked less like a certain British manufacturer and more like…another British car. The rear was virtually unchanged. The Maladus’s V8 was now producing a meatier 201 hp, its 0-62 mph time was cut down drastically to 8.3 seconds. This generation did not last much longer as it quickly became overshadowed by the flood of muscle cars in the late 60s.
LMC’s entry into the displacement wars took a bit of a different approach with the Seabeast. In 1967, the base model was released with choices between the well-received 289 and 305 V8s. The 305 was quick off the line with a 0-62 mph time of 8.35 seconds, but the 220 hp engine wasn’t enough to keep up with the best. As always, the Seabeast was equipped with LMC’s solid 4-speed manual transmission and good quality interior. The 305s and 289s are popular muscle cars today for their tough looks and status as a sort of bridge between muscle and pony car.
Two years later, the top of the line Seabeast was born, the GTR. With a large 415 V8, it couldn’t be crowned the winner of the displacement wars, but that didn’t matter when it came to performance. LMC took drastic measures to correct it’s handling woes of the past decade or so. The Seabeast had large 12.8 in disc brakes that could stop the car from 60-0 in just 168 ft. The limited run GTR came with expensive and unproven new radial tires to help keep the 323 hp under control. These advancements brought the 0-62 mph time to well under 7 seconds. It ran the 1/4 mile in just 15.06 seconds. Weight reduction options including a 4 seat arrangement instead of 5 and a simpler interior helped push it even further. Only a couple hundred examples were built in 1969. LMC went all out for the GTR, which led to an expensive car that’s one of the more valuable collector’s muscle cars today. The Seabeast was short lived with the GTR ending production in '71 and the others in '73, but it remains a milestone in LMC’s history.
These are great… The styling and trimming is mouth-watering, and they’re all cars I can believe in !
After a successful run with it’s muscle cars in the late 60’s, LMC decided to take it a step further and create it’s first supercar: the Scorpius. Learning from the mistakes of the Halcyon GT, the Scorpius would be focused more on handling and fun factor and less on trying to break records. Utilizing the 305 V8 from the Seabeast, The Scorpius made 264 hp and 304 ft-lb. of torque. It’s 0-62 mph time clocked in at 5.8 seconds while the top speed reached a respectable 140 mph.
The Scorpius was a bit late to the suprecar game by the time it was released in 1973. Many American companies had dabbled in mid engine cars from affordable kit cars to full-on performance machines. LMC went the prestigious route. The LMC’s interior resembled a smaller scale Captain with leather seats and chrome and wooden trim. The removable wing that came standard helps keep the rear from being tail happy in the corners.
The Scorpius was praised for being one of the most prestigious supercars around at the time. It was fast and comfortable. The only problem was few people could afford it, especially as the years went on and repair costs piled up. The oil crisis hit shortly after it’s introduction, sparking huge changes in the industry and cutting its run short in 1976. LMC would have to shelf the idea of a mid engined supercar for the foreseeable future.
Currently competing in the Rally di Fruinia challenge
LMC was struggling with its lineup in the 70’s. The luxurious Captain gave way to the practical but boring Ares, the Scorpius was discontinued after just 3 years, and the brand as a whole had a unfocused identity. By the mid 70’s, LMC began development on a new Maladus (signified the M100) that was hoped to be a major seller for the company. It was built to be inexpensive, fun, and simplified from LMC’s previous sports car outings.
The first year was rougher than expected. Although the purchase price was cheap, maintenance was not. The Maladus suffered reliability issues mainly from the engine. In an effort to save resources, the 4L V8 was built based on the Ares’ V6, which meant a 60 degree configuration. Despite its issues, the Maladus offered nearly 260hp at a low price, which was attractive enough for many buyers to shrug off its shortcomings.
The top speed was 148 mph and it could hold 1.11g’s on a 200m radius circle. 0-62 mph was at 6.3 seconds. It surpassed the the 1976 Scorpius on the test track. Although it was the worst year of the M100s, the 1979 Maladus’s became somewhat valuable today due it being hard to find in good condition.
The second generation (150) Ares began production for 1980. This new 150 model came with a 3.0L SOHC V6 producing a WHOPPING 133 hp and 154 ft-lb of torque to the rear wheels. The base Ares made 15 mpg and had a 0-60 time of 11 seconds flat with the automatic transmission. The 150 was had an improved driving experience from the last Ares thanks to its advanced Fluid-Motion Variable Hydraulic power steering and all around disc brakes. All Ares had put a major emphasis on safety compared to the previous gen. It sat 5 in premium cloth seats and featured a four speaker 8-track player.
A 150 S model was also offered with a slightly more powerful variant of the 3.0L V8 tuned for premium gas as well as tighter suspension and slightly wider tires. The front grill styling was changed in the S and GT models to reference LMC’s muscle cars of the late 60’s while staying modern for the early 80’s.
1982 saw a minor facelift and the introduction of the Maladus GT. The GT featured many advancements that weren’t ready for the release of the Maladus in 1979. Chief among these were a multi-point EFI, geared LSD, and improved hydraulic power steering. LMC managed to solve many of the issues plaguing the car with service costs way lower than before and improved reliability. Many of the new developments made its way on to other models too.
The GT came with a body kit that increased downforce to compensate for its cheaper and more readily available tires. The 305 V8 with EFI produced 266 hp and was more efficient than its carbureted predecessors. Top speed was reduced to 142 mph, but 0-62 mph was significantly improved at 5.9 seconds. The styling inched away from its Japanese and Italian influences. The GT model featured premium cloth and leather interior with a “digital” gauge cluster.
In 1982, along with the facelifted Maladus, the Ares got a new trim added to its lineup, the GT. Using the Maladus’s V8 as a base, this Ares produced just over 200hp. 0-62 mph time was reduced to just 8 seconds while the top speed was at 123 mph. Fuel economy wasn’t sacrificed for performance with a combined 16.5 mpg. The GT’s suspension was further tuned for performance and small cosmetic changes separated its looks from the rest.
It may have taken them several years, but when it arrived, the Maladus GT would easily have been considered a spiritual successor to the short-lived Scorpius, if not an outright replacement - same power, mid-engined layout and striking styling. I reckon a 308 GTSi QV would struggle to keep up with the Maladus GT considering how much power the 305 V8 made when it first received a modern EFI system.
LMC found much success with the Maladus in the early 80’s and sought to build upon it for the next generation. At a glance, the M150 could almost be called a facelift, but underneath holds a new beast. The body panels were now partially aluminum, the 5mph bumpers were integrated into the design, and the rear was redesigned for more cargo space. The styling was more uniquely LMC, kicking off a new design language for future models.
Under the hood, the '85 Maladus finally got a much needed new engine, the 4.6L DOHC V8 “Wraith”. Much smoother and more reliable, the Wraith cranked out over 300 hp and 289 ft-lb of torque. Later in the M150’s run, VVT was utilized to increase power output by about 10 hp and fuel economy up to 20 mpg combined. This Maladus was much faster, with early models reaching 0-62mph in under 5.5 seconds. It topped out at 157 mph.
With a new small affordable sports car in the works and a high-end concept recently released, LMC decided to push the M150 closer to a GT sports car as the mid level model. The interior was upgraded with premium cloth seats, aluminum accents in the interior, and this time around, and actual (partially) digital gauge cluster. Later models also offered a high-quality sound system with a cassette player. It was slightly heavier with the '85 model weighing in at 2,732 lb. Despite the added weight and power, the handling was improved from the M100 GT. A fully-optioned 1988 Maladus sold for just $12,999 (adjusted for inflation at about 50% markup).
In 2001, a 1989 Maladus M150 was featured in the movie The Agile and the Angry. It played the role of main character Tim Petrol’s car in the later acts of the movie. This version of the Maladus underwent extensive bodywork and the engine was fitted with a twinturbo system boosting power well over 600 hp. The real car used in the movie could do a quarter mile in 11.59 seconds.This car was more of a no-nonsense street racer than the others featured in the movie, fitting for the character. The movie was a substantial image boost for the classic Maladus and for newer generations to come.
The Ares was refreshed in 1986, further moving away from the boxy 80’s styling and blending design cues from the 60’s while trying to stay up to date with the soon to be rapidly changing trends. The same 3.0L SOHC V6 powers this Ares, but power output has been increased to 171 hp. The fuel efficiency reached 19 mpg combined and acceleration in the base model was vastly improved at 0-62 mph in 9.2 seconds. The Coupe inched further upscale with options including a cassette player and ABS. The car would be entered into ASCAR for the 1987 season driven by Eric Jonrosh and Seabeast motorsports. The Ares’ long run came to an end in 1991 with the introduction of the flashier, more expensive Scylla.
With the new generation Maladus moving back upscale, LMC was looking to fill in the market for an entry level sports car. Enter the Miro. Visually, the Miro was a miniature Maladus with more fun, louder styling. It carried over the same wedge shape and it’s slide-open headlights. What really set the two apart though was the MR layout of the Miro. Sporting a 1.6L 8v Inline 4, the bottom trim made 110 hp with others making significantly more.
The Miro 110 was one of the cheapest LMC’s ever sold starting at $13,208 (@ 50% markup), less than half the price of a new Maladus. The N/A I4 could push the car from 0-62 mph in 9.3 seconds and go up to 112 mph. What it lacked in power, it made up for with handling with standard all season tires and sport-tuned suspension. The Miro was tiny and the interior was somewhat cramped. It came standard with decent cloth seats, an 8-track player, and a digital speedometer with the option to upgrade to a cassette player. By far the most underwhelming trim, the Miro 110 stopped production in 1988 while the S and RS continued.
The next trim level up brought a turbocharged variant of the I4 producing 153 hp. With the manual 4-speed
transmission, the Miro S could accelerate for 0-62 mph in 7.1 seconds and reach 120 mph. The turbo versions were a bit heavier at 2,200 lbs, but kept its nimble handling characteristics.
The RS was the ultimate edition of the Miro with most of the optional features coming standard along with a retuned I4 turbo making nearly 170 hp. Acceleration from 0-62 mph was further improved to 6.5 seconds. The RS received a roof lip for added downforce at higher speeds as well as differentiating it from other Miros. All of the Miros made around 20 mpg and while safety features weren’t skimped on, they amassed a reputation as little steel death traps due to its size. That didn’t stop the Miro from selling relatively well, although not up to the standard of past LMC sports cars.
In 1985, LMC unveiled a bold new concept car: the Nessus. It was a small, futuristic supercar powered by a 3.8L V8 and promised unparalleled performance from LMC. The car’s iconic styling made it a hit encouraging the company to move forward with the project. Later that year, it was selected to be the heist scene car in the hit movie Blurred Lines. It was the first time audiences got to see it in action.
4 years later, the highly anticipated supercar finally went into production. The Nessus was a machine built purely for driving enjoyment. The base model Nessus came with a 3.8L V8 Twinturbo producing 391 hp and 336 ft-lb. of torque, a thrilling amount of power in a car weighing just 2,826 lb. It could go 0-62 mph in 4 seconds flat and reach a top speed of 172 mph. The interior featured leather and aluminum touches with good quality bucket seats. The first 100 models all came in “Concept Red” with exclusive interior details. Although its performance didn’t rival the best in the world, it was a supercar as affordable as many sports cars at the time.
I’m just gonna post some images for now. More info eventually.
In 1991, Leviathan Motor Company sought to reinvigorate its lineup of upscale sedans and coupes. The result was the all new Scylla. Built to replace the dated Ares, the Scylla featured sleek new proportions and styling influenced by LMC’s recent performance cars. Under the long hood was a re-tuned version of the 4.6L V8 found in the Maladus. The 296 hp power plant was placed transversely in a FWD layout. Its 0-62 mph time of 6.5 seconds was a thrill at the time but its handling characteristics fell short of its competition. Most versions were also capable of 155 mph.
While the Wraith V8 would be the only engine option for the Scylla, there were many choices elsewhere. The Scylla came in 2-door, 4-door, and convertible variants. The GTS model came with all the high end options from a Bose sound system to sunroofs and an adaptive 4-speed automatic transmission. All versions came with leather seats that came in a few shades of beige. The air suspension gave a smooth somewhat floaty ride.
The Scylla sold better than its predecessor domestically, although in time it grew a reputation of being a money pit. The engine was much harder to work on mounted transversely and the adaptive transmission had dubious reliability The car would also be sold overseas in European markets, but the FWD and automatic trans. turned some buyers off.
This is the 5th generation Maladus, the latest and greatest (at the time) from a long line of LMC sports cars dating back to 1961. The M200 began production in 1992 and received a facelift in 1998 for the final two years. It was fitted with an improved version of the all-aluminum 4.6L V8 Wraith producing 358 hp for the base model. At 3,243 lbs, it was much heavier than the previous generation, but it proved to be surprisingly nimble on the track. The base '98 Maladus could reach 163 mph and conplete a quarter mile in 13.5 seconds.
The Maladus has seen many uses over the years due to its versatility as a sports car. Previous Maladuses (Maladi? Maladus’s?) have been tuned by TreadKillers with a '94 430R and an '89 M150 model appeared in a starring role in The Agile and the Angry. The Maladus would go on to be Motor World Review’s “Best Sports Car” the next year thanks to it’s no compromises approach.
The Megalodon was the most prestigious car produced by the Leviathan Motor Company to date. Quietly developed since the end of the Maladus M200’s run, the Megalodon was released in limited production in 2007. Beneath its long hood lies a new 5.4L V8 with VVL that brings 512 naturally aspirated horsepower to all 4 wheels. It came with a choice of a smooth 7-speed automatic or 6-speed manual transmission.
Effortlessly fast and comfortable, LMC put a lot of emphasis on comfort in this exclusive grand tourer, developing the company’s first active suspension. All models came with vented disc brakes all around. The cabin was well insulated from sound and the car was quiet at low speeds, but the V8 could soar at 7900 rpm. The interior was the very best LMC could offer with full hand stitched leather seats, wood grain paneling, and aluminum touches that invoked styling cues from historical cars like the Captain and Sunspear.
All of these features came at a cost with the GT weighing in at 4,238 lbs. The Megalodon was not meant to compete with supercars of the era, but it still exhibited solid performance. it could reach 0-62 mph in 5 seconds and run a 1/4 mile in just over 13. It’s top speed was 186 mph and achieved a responsible 21.3 mpg. It also handled reasonably well for its size.
The Megalodon came in 3 trims, all very expensive and in limited numbers. The GT model was the base car tuned for comfort and ease of driving, the Cabriolet was a soft top convertible version of the GT, and the GTR was a more performance oriented version. The GTR’s engine ran richer than the base variant, producing 541 hp and still retaining 20 mpg combined. The power distribution was more rear biased and the suspension was stiffer for more athletic driving dynamics. While top speed remained about the same, acceleration was vastly improved with a 0-62 mph time of 4.1 seconds. The Megalodon was a culmination of everything Leviathan was capable of at the time and paved the way for the future of LMC luxury.
The Leviathan Motor Company has brought back the perfect union between luxury, performance, technology and heritage. Starting with a turbocharged 2.0L Inline-4, the Tempest delivers a 251 horsepower to the rear wheels. The GT and S models are both fitted with 324 hp 3.0L Boxer-6 engines. All models come standard with a 7-speed DCT.
With striking new styling, the Tempest stands out among a crowd of sports cars. Just as much care went into the design of the interior to create a comfortable place to be, even when pushing the car to its limits. Inside, leather seats shaped to hold the driver in and elegant aluminum touches adorn a feature rich interior for the car’s size. The infotainment system is designed to be as quick as possible to keep the focus on the driving experience. A new HUD system derived from the prestigious Megalodon is optional for the Tempest and comes standard with the GT. Active suspension ensures a smooth ride for the driver while maintaining road feel. All models have a retractable hardtop that can operate in under 14 seconds.
The base model accelerates 0-62 mph in 5 seconds and can achieve a top speed of 149 mph. The S model can reach 62 mph in 4.4 seconds and go up to 162 mph. The Tempest can sustain 1.2 g’s around corners. The Inline-4 Tempests make a combined 29.8 mpg while the Boxer-6 versions make 27-28 mpg combined.
With the upcoming Beam.NG update, I figure it would be a good idea to post some various LMC cars (and a few extras) for you to drive, tune, crash, review, or whatever you want! Just DO NOT enter these cars modified or otherwise in other competitions without permission. I’ll post some general stats with each car, but there’s more info for some cars in the posts above if you’re curious.
I will periodically edit the post with new/better tuned cars after the update is out, but not every LMC will be available to drive.
LMC Captain - Series 6.car (41.2 KB)
LMC Maladus 1st Gen - GT Facelift.car (34.8 KB)
LMC - Scorpius.car (28.5 KB) - Prestigous supercar just begging for weight reduction and more powah! Super easy to drive.
LMC Maladus - M100 GT.car (35.8 KB)
LMC Nessus - 500R.car (55.1 KB) - Re-tuned : Still a little scary at high speeds but it should be easier to drive now.
LMC Maladus M200 - 430 R.car (35.7 KB) Actually pretty good.
LMC Scylla - GT.car (36.4 KB) Easy to drive for 500 hp
Garage updated with a V12 version of the Tempest for those who don’t have V16s, a re-tuned Nessus 500R, a Captain Series 6, and the LMC Scorpius now available.
1952 Spectre, 1989 Nessus, 1965 Maladus facelift and a bunch of 90s pics added above.
Added the 1991 Scylla, 1986 Ares, Tim Petrol’s '89 Maladus, and 1998 Maladus M200 (facelift) info above.