The war has ended. Troops are returning from Europe and the Pacific with checks clenched in hand from Uncle Sam; eager to spend some hard earned dollars on a brand new car.
But what is this? All of the automobile industry’s resources have been focused on wartime production. There hasn’t been a new car designed since the throws of the depression in 1938. There is opportunity, and it is abundant in the Midwest.
Named after the Greek home of the gods, Olympus Motor Group was founded by four well respected engineers, and a marketing visionary named Dale Rathbone. They set up shop in a small factory outside Detroit, Michigan. Doing so allowed them to keep an eye on their competition, but was also an important logistical location.
The Corporation initially consisted of four brands. There was the flagship Olympus Motors brand; through which they would market high end luxury vehicles to compete alongside Cadillac and Packard. Olympus would also be the pilot for any and all new technologies in the industry. Star Automotive was the “every-man’s” car; featured a little bit of everything, aimed to be marketed for the masses. Pantheon was the performance brand; in the beginning, simply aggressive sports cars, but gradually moving on to muscle cars, and eventually to super cars. Finally, there was Pegasus, which was branded as a value option, becoming an economy option as the United States endured a fuel crisis, and competition from Japanese makes started to steal market share.
In the 1970s, Olympus Motor Group bought Italian auto maker, Giuseppe. Giuseppe was named for its founder, Giuseppe Ferrari, Enzo’s illegitimate half brother. The company was sued into near non-existence when they attempted to market their new sports car as “The poor-man’s Ferrari”; as this tagline was blatantly trademark infringement, and also violated a previous court order prohibiting Giuseppe from using his surname, or in any way identifying with the Ferrari family. This acquisition allowed Olympus Motor Group distribution channels, as well as facilities in western Europe; and there was a niche market in the United States that the Giuseppe catered to, giving Olympus an advantage over other manufacturers.
One final acquisition was made in 1990, as the Iron Curtain fell. In the former Soviet republic of Archana (a separatist region of Estonia, not officially recognized by the United Nations), there was a small manufacturer of off-road vehicles, called A.T.I., who would almost certainly have failed in the turbulent transition from communism, and without the financial backing of the Kremlin.
In 2015, I took over as the CEO of this corporation. We have a rich history, of which we are very proud. We have outlived many of the companies that existed in post-war America; Packard, Studebaker, Nash, Hudson, Tucker. Never filed for Bankruptcy, or accepted a bailout. We are Olympus.
Car Company Directory
Olympus rolled out their first post-war models in the fall of 1948 for the 1949 model year. The Virgo Sedan, and the Libra Coupe (shown here in trademark Goddess Gold)
Both cars shared a 3.5 liter Inline Six. Though not as powerful as the Cadillac or Packard offering, the Olympus Inline Six motors smoothly motored confidently through metropolitan streets.
Crikey! The Libra has a very high ride for a sports coupe!
You’re right. I was trying to keep the comfort and drive-ability numbers high, because it’s being marketed as a luxury coupe. Since I’m only posting screenshots, rather than the entire car however, I suppose I could fudge it, and it wouldn’t matter.
When I see the color of these things all I can hear in my head is Tony Stark saying “Little ostentatious, don’t you think?”
Automation’s currently limited body choices being what they are, I appreciate that you’ve still managed a consistent design language between the two.
The trademark Goddess Gold paint was extremely limited in the early years of Olympus, to showcase prototype models. It was meant to be ostentatious; to inspire the affluent. It is rumored that a Hollywood actor once asked to purchase one of these trademarked vehicles, to which Rathbone responded, “…not even if you were the president”. Years later, in the fall of 1980, after Ronald Reagan was elected, Goddess Gold became publicly available, offered on just the highest trim levels of all their offerings.
@undercoverhardwarema That’s fair though. Especially considering how easy it was to crash back in those days…
This post serves as both, a gripe about the limited body styles available in this era, and as a lore reality check.
The start of the 1950s were troublesome for independent manufacturers. The Big 3 had colluded to force Tucker out of business (bogus SEC filings and all) Hudson, Nash/Kelvinator, and Willys pooled their resources to become American Motors Corporation, and Packard and Studebaker did likewise to form SPC. A fatal mistake for SPC came when their CEO decided to not join the newly formed American Motors; who knows what could have been. SPC just did not have the resources to quickly re-design like the larger companies could.
Olympus saw this as both a challenge and an opportunity. 1953 saw a 2nd generation Virgo and Libra, with technical advancements to their signature Inline 6 motors, and Lux-o-matic transmissions,but photos from this area are scarce.
OMG’s other brands updated their product lines as well. Orion, which had a sport coupe based on the same chassis as the Libra, named the Panther; as well as the 1953 release of a roadster, to compete with similar cars being released by the Big 3, named the Tiger.
Pegasus did not release any vehicles in the 40s. Instead, to cut costs, they took their time designing and building a cheaply made vehicle, with interchangeable parts; similar to the Ford Model T and the Volkswagen Beetle. Available in any color, as long as it’s black, the Pegasus Traveler came with a 60 HP 4 cylinder motor and 3 speed stick; and not much else. The Traveler remained largely unchanged between 1951 and 1975. When federal mandates require seat belts as standard equipment in the 60s, the Traveler officially became a 4 seater. Up until that point, it was marketed to families of all sizes. It was a loss leader for Olympus Motor Group, which was vitally important as the Big 3 commenced their price war (but more on that, later).
Finally, we do have one picture to show. Released in 1953, the 2nd generation Star Statesman Wagon was OMG’s #1 seller. Based loosely on the Virgo’s chassis, but much less garish, the Statesman was marketed towards middle and working class families; an everlasting symbol of the baby boom. Seating configurations were available from 5 all the way up to 10. The 3.6 Liter V-8 was designed to be versatile and economic - not in as much as fuel economy was a thing in 1953, but rather that they could be mass produced quickly and cheaply - and was also used in their Craftsman Pickup, and Goodman Utility Vehicle.
The Big 3 would soon participate in a price war aimed at crushing the independent automakers. Olympus countered by striking a stronger alliance with the various unions, putting them in a position of strength, despite being less flexible on price than their larger competitors.
Troublesome 50s Part 2
The 1950s were grueling for the North American market. Not only were the independents struggling to stay afloat, but imports were almost non existent. The Volkswagen beetle being one notable exception, many people believe that if it had failed, the future of imports may have been a lot bleaker. During this time, OMG’s Pegasus brand was competing with its Traveler sedan. In 1958 Pegasus released a Jeep like vehicle called the Porter, as well as a mini-bus called the Mover. All of these vehicles were built with the same interchangeable parts and 60 HP 4 cylinder motor. They would become a big thing in the next decade with people who would customize them and build rat-rods out of them, but that’s a few years away.
Likewise Star and Orion were improving their offerings. The Statesman was given Coupe and Sedan variants, as well as Convertible. A shorter wheelbase version of the Statesman, called the Freeman, was offered in Sedan and Wagon, while a sport coupe called the Sportsman was also added to the lineup. The latter two vehicles shared their chassis with the Orion Puma (Freeman - Sedan only), and Orion Ocelot. The Craftsman and Goodman trucks remained relatively unchanged, except for the optional 5.4 liter high torque V-8.
Finally, we get to the Olympus Virgo Sedan, and Virgo Coupe. The Virgo is bigger and more garish than ever, while the Libra retains its understated, yet eloquent sportiness. The improvements are mostly technical however, as the same 3.5 liter Inline 6 is now twice as reliable, and every bit as smooth as the original. A 3 speed Lux-o-matic transmission was standard in both models.
As the 50s are nearing their end Packard and Studebaker become near indistinguishable from one another, and red ink continues to mount. The corporation begins to crumble before falling apart in 1959. Olympus Motor Group buys as many SPC assets as they can get their hands on, including their large downtown Detroit plant, which would be renovated into Olympus Motors new headquarters; they also hired many of their lead engineers and designers as they abandoned ship. OMG’s CEO, Dale Rathbone, not known for being particularly aggressive, sees the decline of Studebaker and Packard as a wake-up call. At this point, besides the Big ‘5’ (GM, Ford, Chrysler, AMC, and OMG), there is just one independent auto-maker left: Checker Motorcars somehow escaped the price war by securing large fleet orders. A plan begins to form, but should he go through with it?
The “red-arrowed cross” is for moving the car within the photo scene.
Interesting stand-out brake lights.
This one is decent, with a hint of Mini up front and also at the back. But the suicide doors actually look right on the G-160, which helps it stand out.
Honestly my favourite thing about this company is that the initials are OMG.
So, my last few challenge submissions have been a failure, and I’m realizing that I could have never run light campaign in UE4; but I am learning from my failures. Unfortunately, the anal-retentive side of me is having a hard time coping with this new information. So, for a 1960s era muscle car, I’ve not been able to build a functional model, let alone one that looks the part. This is my latest attempt, knowing that none of my previous ones have reached 100 in the muscle category. I finally got one, and it’s driving me crazy.
So let’s go over this. 1) Those warning lights! A muscle car with power steering is just not desirable, but still I have a blinking red light. 2) Driveability! 34.5 with only a 29.8 sportiness and 0 comfort (with premium seating). That would drive me insane. 3) Engineering time! by stiffening all that suspension, I drove engineering time to over 6 years! Is that really what people want? 4) I realize my designs are meh! I’m trying my best for historical and lore accuracy. That being said, I didn’t even realize there were chrome pinstripes until this past Tuesday. Tiger - 300.car (23.0 KB)
I’ve included the file. I am open to constructive input. Also, I do not know how to open .car files.
To be fair I didn’t realize the “bumper bars” were chrome strips… i literally just used them as bumpers up until like, last week
I think 1300kg is super light for a muscle car, especially with premium seats, what body did you use? with what front/rear suspensions? Is it full steel? Tyre setup?
Your steering curve looks good, shouldn’t be that. Your engineering time looks reasonable (for sandbox, I mean. Light campaign has some kind of tech pool feature where you can invest in R&D to reduce it, as well as get some features ahead of time, and also your engineering time reduces everytime you re-use a feature in a car so it won’t be as high)
But yeah the weight of the car makes me think you probably made the wrong choices in body type and suspension to begin with
[EDIT] no gaming computer on me, can’t open the car "^^
For this particular model, I used the not quite an XKE. Fully steel, 306 hp/300 lb ft torque. 600 mm tyre/16 wheels 175 in front/190 in back.
Quite a few of these warning are very, very sensitive. It’s usually worth ignoring the common ones, as if you do work towards removing them all, guess what you make.
A Crossover. Usually it’s better to work to what you want to make, and make it fit the demographics than as to what the warning want.
You may be right; when designing a car, it is possible to get away with just a few minor warnings that aren’t worth fixing, and still make it highly competitive in at least one demographic.
Hollywood loves a great reboot. Whenever a story gets old, or backed into a corner, we reboot. Who will play your favorite role? Find out in the reboot. With lessons learned, we reboot Olympus Motor Group; a car company born out of post war excess. Rather than focusing on the different eras, and what can and cannot be found, we will focus on the different brands found under the OMG banner. Stay tuned.
The Pegasus brand is OMG’s value/economy brand. The brand was conceived in 1946 by Rathbone and Associates, but the first models did not come out until the 1953 model year. This gave Olympus ample time to build up assets, such as a large volume plant, and parts inventory, to help mitigate costs.
Pegasus debuted three models on 29th of July, 1952 as 1953 models. All three models were available, only in standard trim, and the only color available was black. All three models featured a 1.3 Liter Inline 4, with twin-Eco carburetors; this was known as the Pegasus 4. The Pegasus 4 was capable of 60 hp, and 96 lb ft of torque. Most importantly, it was very easy to build; this would become the hallmark of the Pegasus brand, as enthusiasts loved tearing down, rebuilding and modifying these engines. These models also came equipped with a 4 speed manual transmission.
The Courrier was an entry level sedan. It featured basic seating, with two individual seats in the front, and a bench in the rear. This model would remain largely unchanged until 1980, other than safety features that were made standard equipment by law; such as padded dashboards, 3 point safety harnesses, and the like. Heat was standard, but Air conditioning and radios had to be added aftermarket.
The Porter was a short wheelbase van, that was available as either a minibus with seating for 5, or a light delivery vehicle with seating for 2. Like the Courrier, the Porter came with 135/75C13 tires, mounted on basic steel rims. A spare tire was attached at the front, so as not to take up any precious cargo space. The Porter was very popular among conversion enthusiasts, as its simple design allowed for easy modification.
The Wanderer varied from the Courrier and the Porter, in that it had much larger wheels, and a 4x4 transmission. The 4 wheel drive train was derived from OMG’s Star brand, with which this vehicle shared a line. Still, the Wanderer featured the Pegasus 4, similar to its siblings. Much like the Courrier and Porter, enthusiasts loved this vehicles ease of tear-down, and rebuild. Many customize Wanderers can still be found today.
In 1960, Pegasus released two more models, specifically for fleet orders. Those were the Traveler Sedan, and the Hauler pickup. Being that these vehicles would be delivered to various municipalities and commercial organizations, that would likely emblazon their own logos on them, they were shipped in primer. Primer also became an option on Pegasus other models. This allowed Pegasus owners further customization, without raising costs. Unlike the Courrier, Porter, and Wanderer, these vehicles would receive updates as their upper trim chassis-mates did, keeping them current in style.
The Traveler Sedan was a mid-size sedan, built on the same line as the Olympus Libra Coupe, and the Star Family-man line (available in coupe, sedan, and estate). As such, in addition to the standard Pegasus 4, some units were shipped with left over Olympus or Star power trains. The Traveler often had quality issues, as many were built with recycled parts from the more expensive models: The Olympus Libra for example, had an insanely high QA expectation, and this allowed only the best Libras to leave the plant, while at the same time mitigating costs for both models.
A 1960 Traveler, customized for use as a taxi. Even better, this particular example came equipped with the Libra’s Inline Six motor and Lux-O-Matic transmission.
A 1962 Traveler, customized for the Portland, Michigan police force. This model was originally equipped with a Pegasus 4, but was swapped out for the Orion Leopard’s 300 cid V8.
The Hauler was built on the same line as the Star Tradesman Pickup. It, being much larger than other Pegasus vehicle, and used in a more utilitarian role, was given a new 8 Cylinder motor. The Pegasus 8, is quite simply two Pegasus 4 blocks, married by a shared crankshaft at a 90 degree angle; this had a displacement of 2,546 cubic centimeters, put out 121 hp, and 175 lb ft of torque. Still other examples also feature leftover and recycled Star Tradesman power trains.
In 1970s, Pegasus became OMG’s ‘import fighter’ changes had to be made to the lineup, to make the vehicles more competitive. By the end of the decade, the automotive industry was evolving, and the traditional rear wheel drive car fell out of favor. The new Courrier and Porter were debuted in 1979, as 1980 models. The Wanderer was discontinued, but would return again in the 1990s. These new models featured contemporary styling and front wheel drive. While the Pegasus 4 had gone through numerous updates in the previous decade, that was merely to meet fuel efficiency and environmental standards; they still offered a simple layout, and 60 peak horsepower and 95 lb ft. of torque.
Like its predecessor, the Porter came in bot passenger, and commercial variants; both of which were popular for their customization.
The Courrier was now available in 3 door or 5 door variants. These were very simply designed, and were quite affordable, though not quite as popular as its predecessor. (To be continued…)