There is a definitive trend towards small I3 cars in postwar France - though the Benett is much more upmarket than the Armistice (from what I gather, you can even choose the Benett’s paint !)
(I’d love to know where you fond a converter towards 1949 francs ?)
I googled French Francs to US Dollar Historical
edit: Also regarding your comparison with your own model, the M-49 is actually a bit cheaper at $5090 @10% markup
Let’s hope that’s the impact of being a 49 model vs a 46 
(that, and I might have invested a bit too much in making this driveable - I’ll have a look at the brakes and tyres)
Until 2 cylinders are released and we have a new cheapset engine layout option 
https://i.imgur.com/ZKQBnCJ.png
After the war, Europe was permanently scarred. Almost all the main roads in France were damaged, riddled with bomb craters, as well as many major bridges destroyed or unusable. As such, to make a profit as a European automobile company, you had to sell to the only place that had good roads and plenty of money, America.
In America, the economy was booming, with many returning from the war looking to spend their wages. Thus, the new Merciel CEO, Thierry Garreau decided it would be the perfect opportunity to sell some cars in the US. Starting in 1952 with the Modèle 1949, Garreau planned to expand their lineup in America with the hopes of gaining some traction.
But, it was not to be. Even though the Modèle 1949 would sell well in the US, the combination of the import tariffs and hefty shipping costs mounted up, and by 1956, it was deemed unprofitable to sell and Merciel pulled out of the US market altogether.
However in late 1968, US manufacturer, Auto Corporation of America decided to expand into Europe. It was an expensive and risky venture, especially seeing as ACA’s profits were currently stagnating at that point. While ACA was partnered with Caliban at the time, Caliban was not large enough to support ACA’s plans. It was therefore considered safer to partner with a larger, more successful European marque.
For this, ACA would turn to Merciel, one of the largest French manufacturers.
Negotiations between the two companies began in late 1971, but negotiations took a sharp turn in late 1973. With the major energy crisis in '73, ACA scrambled to get any deal. Their partnership with Caliban ended in 1969, and with no new designs coming soon, ACA could potentially go bankrupt. It would be at this point that ACA decided to agree to the terms laid out by Merciel the year prior.
To be continued on the ACA thread…
In lieu of all the group C designing going on cough @Mr.Computah cough ofc I would jump on the bandwagon too 
https://i.imgur.com/prY7du8.png
https://i.imgur.com/NDTCwJZ.png
Ever since the success of the Nohda 500V at IMSA in 1978, Nohda had been refining the 500V to become even more competitive in their attempt to finish on the podium in the following seasons.
However, by 1983 it was apparent that the naturally aspirated 5L V12 was no longer capable of keeping up with the competition. As such it was decided to upgrade the 500V and redesign it ready for Group C.
https://i.imgur.com/2K7yujL.png
First thing that was changed was the engine. Originally, the 500V’s engine was effectively just two V6s found in the Nohda Cadenza GT glued together creating a 5L V12. In Nohda’s attempt to make the 500V competitive, Nohda’s Osaka Racing Division, NORD turbocharged the 5L V12. However it was found that the 5L V12 was incapable of handling the boost even with strengthened parts. Thus it was decided to destroke the engine. The 5L V12 was changed to a 4.5L V12 Turbo. This engine was capable of pushing out 712 hp, launching the car from 0-100 in under 4 seconds.
https://i.imgur.com/8UDSGP3.png
The car also went through radical styling changes. Using the latest in computer aided design, the new 1986 500VX was sleeker and more aerodynamic than before. This allowed the car to potentially reach 384km/h. In addition, the car received new a 5 speed manual transmission from Weith GmbH & Co. KGaA, which made the car more responsive and shifted much faster. The new aerodynamics also kept the car planted to the ground allowing it to go round corners faster than before.
https://i.imgur.com/RuyiTWy.png
seeing as the old one died after that one update, might as well make it look better
https://i.imgur.com/HIqeXLi.jpg
Based on the 2012 Merciel Vixen, Merciel plan to return to the WRC stage in 2019.
With this new car, Merciel are looking for good results next year, especially due to the disastrous 2017 season.
https://i.imgur.com/iAiIPvV.jpg
Powering the new WRC Vixen is a heavily modified Montreuil “Clement” inline 4. Following the current Super 1600 rules, the engine is destroked to 1.6L, fitted with a turbocharger with a restrictor plate. The engine is limited to 380hp, however the maximum torque will remain undisclosed.
https://i.imgur.com/6ksICyU.png
In addition to the new engine, the aerodynamics have been made wilder than ever, with thick boxy fenders, a massive rear wing and a large rear diffuser. These assist the car when its hurtling down a rally stage at 100mph and prevent the car from flying off the road. The wider arches also accommodate for thicker wheels and a wider track, further increasing stability.
https://i.imgur.com/prY7du8.png
just one more thing 
https://i.imgur.com/GIoPFGh.jpg
Nohda are returning to Super GT 300 next year. With the release of the new Nohda Shourai V8 (Review of the road car here), Nohda have decided to take their latest creation onto the track.
https://i.imgur.com/j7GK3Bw.jpg
The tuning was done by Nohda’s Osaka Racing Division, NORD, who managed to push the naturally aspirated 4.6L Montreuil/Nohda V8 to 525hp. With this powerful V8 combined with the lighweight chassis of the Shourai, the new Super GT 300 car should be capable of accelerating from 0-100 in less than 4 seconds.
https://i.imgur.com/aMc8XUK.png
The aerodynamics have also been heavily modified, with a new custom made carbon fibre diffuser and undertray. A large rear wing has also been added. All these new aerodynamic modifications allow the Shourai Super GT to corner at even higher speeds. In addition, with the improved Wreith vented brakes, the car should decelerate faster too, allowing for much faster times round a track.
Thanks for pointing it out anyways. Probably should proofread my stuff more 
https://i.imgur.com/Gp0zOto.png
With more power than ever before, more nimble handling and lower weight, this new Assent is the new definition of fun.
https://i.imgur.com/zMTpTuj.png
Fitted with an all new 2.3L inline 4 turbo pushing 304hp, the new Assent GTX is more powerful than ever before, while retaining the good fuel economy Nohda’s are known for.
With new advanced active suspension systems, the Assent GTX can seamlessly switch between an easy driving daily driver to a track day monster. Along with an all new tricked out electronically controlled differential and new Piero Firebird sport tyres, the GTX can accelerate out of corners faster than ever.
https://i.imgur.com/jWUMhah.png
Inside, the car is fitted with plush semi bucket seats in the front as well as retaining the rear bench, maintaining the practicality of the new GTX. With Apple Carplay and Android Auto compatibility as well as a optional wireless charging, the new Assent GTX is a hot hatch you can live with.
Ok then.
https://i.imgur.com/B9MnKc8.jpg
Returning to the roots of a hot hatch. No crazy power figures or fancy suspension “tuned for the Nürburgring”. Just pure unadulterated fun.
https://i.imgur.com/nr3PY6n.jpg
Pushing 137hp with its 1.4L inline 3 turbo, the GTi may not seem fast, but its more than capable of reaching 0-100 in under 10 seconds thanks to a 6 speed manual gearbox and a trick electronic differential.
The suspension, while tuned slightly, focuses on a fun driving experience while still being fun to throw round a track.
https://i.imgur.com/opGByqy.png
With seating for 5, climate control, Apple Carplay and Android Auto, plenty of space in the back and good fuel economy, the Pixi GTi is plenty practical. Oh and the best part.
Thankfully DERRICKSON™ might have a solution to that!
tl;dr I’m trying out a third party bolt-ons manufacturer / car tuner, may I request the .car file to try something out?
OFC I’ll send you the result for approval.
I know someone’s going to rice out that 600cc engine and throw it in that van and call it the Marie Antoinette special.
Thank god for Stable they gave us new fixtures to make amazing cars like these. Good work Chief.
ngl I really havent used any new fixtures on it at all
In 1949, Merciel would release the Modèle '49, a car well renown for its reliability and dependability. However, it was not the car that CEO Jean-Claude Affré was promised. Affré wanted a compact, rear engine rear wheel drive sedan built on a unibody chassis, so in 1948, just as the development of the Modèle '49 was being finalised, a Merciel design team led by Léo Dujardin started work on just that. That car would become the 1951 Merciel De Luxe.
Unveiled during the 1950 Paris Auto Show, the De Luxe was praised by critics for its styling and design. The car featured many firsts for Merciel. It was the first Merciel to be built on a unibody chassis, the first to have independent suspension on all for wheels, the first to feature a radio, first to feature an automatic transmission and the first rear engined rear wheel drive car Merciel would ever mass produce.
Unlike the Modèle '49, the De Luxe was aimed squarely at the middle class, with more comfortable seats, padding on the dash and doors a radio and carpets.
Under the bonnet sat a new 1.7L straight 4 engine, designed as the replacement for the previous 2L inline 4. The engine would be developed by Montreuil as the main workhorse for all upcoming designs. As such, it was made entirely out of cast iron and much like the “Benett” straight 3, used a 2 valve pushrod design. This design, named the “Clement”, was extremely reliable and would continue to be adapted for other Merciel designs for years to come.
Overall, the Merciel De Luxe was a mild success, selling over 250,000 from 1951-1963. In its final years of production it was overshadowed by many superior offerings from other French manufacturers such as FAAL and Ceder. It would replaced by the much better Merciel 200 in 1962.
Chassis Type: Unibody
Chassis Material: Steel
Panel Material: Steel
Engine Placement: Rear Longitudinal
Front Suspension: McPherson Strut
Rear Suspension: McPherson Strut
Montreuil “Clement” OHV Inline 4
Displacement: 1696cc
Block Material: Cast Iron
Header Material: Cast Iron
Fuel System: Single Barrel Twin Eco Carburettor
Fuel Type: 92 RON Leaded
Power: 63 hp @ 4100 RPM
Torque: 118 Nm @ 2700 RPM
Weight: 145 kg
Drivetrain: Longitudinal RWD
Gearbox: 2 Speed Automatic
Differential: Open
Tyre Description: [F] P130/125C13 100A | [R] P170/95C13 108A
Brake Type: [F]250mm Single Leading Shoe Drum | [R] 240mm Single Leading Shoe Drum
Brake Bias: [F] 51% | [R] 49%
Undertray: n/a
Seating: Front Bucket and Rear Bench (5 seats)
Power Steering: None
Springs: Standard
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 908 kg
Fuel Economy: 18.4 MPG (US)
Top Speed: 83.6 mph
0-60mph Time: 34.4
50-80mph Time: 34.7
Quarter Mile Time: 24.60s
Standing Km Time: 46.06s
Stopping Distance: 66.5m
Fr 81,250 @10% Markup (Converted into 1951 Francs)
Very classy design indeed, this would be on the Karmann Ghia level of collectors car.
https://i.imgur.com/cI5z3Qd.png
Ever since the end of WW1, Merciel’s CEO Fabrice Benett had manoeuvred Merciel to manufacture cars mainly for the rising middle class. However, Benett had a hidden passion, going fast. Throughout the 1920s, Benett would enter modified Merciel’s into races all over Europe. One such race was the Mille Migila, which Benett vowed to win. After WW2, Benett’s dream of winning the Mille Migila continued using modified Merciels such as the Modèle '49 “Course” and the De Luxe “Rallye”. However, in 1954, Merciel engineers decided instead of modifying a car to win, why not just make a car designed to win. What would come from this is the Merciel 1200.
https://i.imgur.com/U10PnTI.jpg
Unveiled in 1956, the Merciel 1200 would be Merciel’s first foray in manufacturing sports cars. Lauded for its stunning looks and sleek curves the Merciel 1200 was an instant classic. Based on what was learned from manufacturing and design of the De Luxe, the Merciel 1200 also used a steel unibody design with a rear engine layout. However, unlike the De Luxe, the panels of the 1200 were made from fibreglass, the first time Merciel would use the material in any automobile. This was not only to reduce weight, but to allow for the more intricate curves to be made without needing skilled workers to hand beat the metal into the correct shape.
https://i.imgur.com/qOieWrG.jpg
In the rear sat a 1.2L “Jean” inline 4 developed by Montreuil for the new line of cars Merciel had been developing. Originally, the 1200 would have used the larger 1.8L “Clement” from the De Luxe, but Merciel engineers deemed it too heavy and not powerful enough and pushed for the development of the 1.2L “Jean” i4. The 1.2L i4 would output 49hp and was mated to a 4 speed manual transmission, the standard 1200 Vitesse could reach 0-62 in 14 seconds. While the engine output seemed measly, the car only weighed in at 643kg. This low weight and the independent suspension on all 4 wheels combined with the short wheelbase, made the Merciel 1200 a nimble machine.
https://i.imgur.com/cYU2IDt.jpg
A 1200 “Vitesse Sport” Model was also introduced. This model reduced the weight to 638kgs and had improved handling due to tuned suspensions and a set of specially designed radial tyres. While the Merciel 1200 would never race in the Mille Migila, due to the race being banned before Merciel could develop an upgraded version of the 1200, the car would still participate in races all across Europe to much success. Overall, under 2,000 Model 1200s would be made from 1956-1968 with a few special versions.
Chassis Type: Unibody
Chassis Material: Steel
Panel Material: Fibreglass
Engine Placement: Rear Longitudinal
Front Suspension: McPherson Strut
Rear Suspension: McPherson Strut
Montreuil “Jean” OHV Inline 4
Displacement: 1199cc
Block Material: Cast Iron
Header Material: Cast Iron
Fuel System: Single Barrel Twin Eco Carburettor
Fuel Type: 92 RON Leaded
Power: 49 hp @ 4900 RPM
Torque: 84Nm @ 3000 RPM
Weight: 102 kg
Drivetrain: Longitudinal RWD
Gearbox: 4 Speed Manual
Differential: Open
Tyre Description: [F] P140/95R13 86Q | [R] P165/80R13 90Q
Brake Type: [F]250mm Single Leading Shoe Drum | [R] 250mm Single Leading Shoe Drum
Brake Bias: [F] 51% | [R] 49%
Undertray: n/a
Seating: Front Bucket (2 seats)
Power Steering: None
Springs: Standard
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 643 kg
Fuel Economy: 25.9 MPG (US)
Top Speed: 89.0 mph
0-60mph Time: 14.0s
50-80mph Time: 15.4s
Quarter Mile Time: 19.26s
Standing Km Time: 36.60s
Stopping Distance: 40.7m
https://i.imgur.com/crO0DDr.jpg
Not to be confused with the Merciel 1700 introduced later in 1968, the Merciel 1700 Vitesse Rallye was the last hurrah of the 1200 series. With less than 400 made, 1700 Vitesse Rallye is incredibly rare. Introduced in 1966, the major change in the Vitesse Rallye was the engine and transmission. In the back now sat a modified and tuned version of the 1.7L “Clement” i4 that was found in the Merciel 110. With this new engine and a new 5 speed gearbox, the Vitesse Rallye now made 96hp and could reach 0-62 in 7 seconds. Half that of the original car. While the weight did bump up to 688kg, handling was improved with the new modified suspension components and a set of disc brakes in the front.
https://i.imgur.com/9Fk0Vij.jpg
Outside, the styling mostly stayed true to the original, however, one of the more distinct changes came in the form of the outrageously large whale tail spoiler. Added to keep the rear in check, the wing was originally disliked by the designers since they felt it stood out too much and ruined the look. As for colour choices, the Vitesse Rallye came only in two colours, Merciel Racing Yellow and Merciel Racing Blue, with the yellow being more popular.
https://i.imgur.com/9gvQuVY.jpg
While only a few of these cars were made, they would influence Merciel’s sports cars for decades to come. Its successor would come in 1968 sporting similar styling and identical layout. It would also kickstart Merciel’s racing teams and would help Merciel become a rally icon.
Chassis Type: Unibody
Chassis Material: Steel
Panel Material: Fibreglass
Engine Placement: Rear Longitudinal
Front Suspension: McPherson Strut
Rear Suspension: McPherson Strut
Montreuil “Clement” SOHC Inline 4
Displacement: 1696cc
Block Material: Cast Iron
Header Material: Aluminium
Fuel System: Weber DCOE Twin Carburettor
Fuel Type: 92 RON Leaded
Power: 96 hp @ 5700 RPM
Torque: 134 Nm @ 3600 RPM
Weight: 128 kg
Drivetrain: Longitudinal RWD
Gearbox: 5 Speed Manual
Differential: Open
Tyre Description: [F] P150/85R13 87S | [R] P180/75R13 92S
Brake Type: [F]250mm Single Piston Solid Disc | [R] 250mm Single Leading Shoe Drum
Brake Bias: [F] 51% | [R] 49%
Undertray: n/a
Seating: Front Bucket (2 seats)
Power Steering: None
Springs: Standard
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 689 kg
Fuel Economy: 22.5 MPG (US)
Top Speed: 106 mph
0-60mph Time: 7.51s
50-80mph Time: 6.24s
Quarter Mile Time: 15.78s
Standing Km Time: 30.16s
Stopping Distance: 38.4m
Gonna have a bit of a time skip here for certain reasons cough the auction
By 1966, the Merciel 1200 was becoming outdated. The standard 1.2L i4 was too anemic to keep up with the competition, so Merciel tried rekindling its fire by shoehorning a larger 1.7L engine into it, but to no avail. The “Vitesse Rallye” was never designed to fit such a large engine, and by doing so created significant problems. Thus it was decided that instead of trying to fit ever larger engines into the old 1200 chassis, a new chassis based on the old one was to be made. In 1968, this would become the Merciel 1700.
Much like the Merciel 1200 before it, the new Merciel 1700 was a rear-engine sports coupe. It also retained the fibreglass body and used a steel unibody frame derived from the Merciel 200 family sedan. This made the 1700 overall much larger than its predecessor, however, it only weighed 100kgs more. Styling was done by Giordano Epifano from the Italian design house, Giudici S.p.A.
In the rear, sat the 1.7L “Clement” (Alu) inline 4. Unlike the standard 1.7L engine found in the Merciel 110/112, the new “Clement” was made entirely out of aluminium to reduce weight. The “Clement Alu” also received Weber carburettors and a custom tubular exhaust that improved airflow out of the engine. This meant that out of the factory, the Merciel 1700 now had 105hp and mated to the 5 speed manual, could reach 0-62 in 7 seconds.
A sportier model was also available in the form of the 1700 Sport. It featured an uprated 1.7L engine that produced 114hp and introduced new and bespoke interior trim. The suspension on this model was also tuned for better handling and the a large rear whaletail wing was added to further improve aerodynamics. Overall, 3,500 Merciel 1700s would be made from 1968-1975, with around 1,500 of those made being 1700 Sport variants and a handful of special edition models.
Chassis Type: Unibody
Chassis Material: Steel
Panel Material: Steel
Engine Placement: Rear Longitudinal
Front Suspension: McPherson Strut
Rear Suspension: McPherson Strut
Montreuil “Clement” OHV Inline 4
Displacement: 1696cc
Block Material: Aluminium
Header Material: Aluminium
Fuel System: Weber DCOE Twin Performance Carburettor
Fuel Type: 92 RON Leaded
Power: 105 hp @ 5900 RPM
Torque: 139 Nm @ 4000 RPM
Weight: 108 kg
Drivetrain: Longitudinal RWD
Gearbox: 5 Speed Manual
Differential: Open
Tyre Description: [F] P160/85R15 93Q | [R] P195/70R15 97Q
Brake Type: [F]250mm Single Piston Disc | [R] 230mm Single Piston Disc
Brake Bias: [F] 54% | [R] 46%
Undertray: n/a
Seating: Front Bucket (2 seats)
Power Steering: None
Springs: Standard
Dampers: Gas Mono-Tube
Sway Bars: Passive
Weight: 733 kg
Fuel Economy: 18.9 MPG (US)
Top Speed: 99.3 mph
0-60mph Time: 7.39s
50-80mph Time: 6.48s
Quarter Mile Time: 15.78s
Standing Km Time: 30.60s
Stopping Distance: 35.3m
Fr 81,250 @10% Markup (Converted into 1951 Francs)
