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.
@Awildgermanappears Touché 
@undercoverhardwarema That’s fair though. Especially considering how easy it was to crash back in those days…
Troublesome 50s
I’m still frustrated by the choice of body styles, but I’ve re-written this post, to not only show off my 1950s Olympus models, but also, I dropped some names in the original, which I guess is a big no-no.
1951
Anyway, as we know, 1950s United States, was a booming era of post-war excess. The Rathbone boys, and their investors had to be smart with their money if they wanted to maintain a viable company. Unlike most independents who lacked the resources to turn-over their models quickly, Olympus saw the need to keep their styles fresh. In order to justify the costs, designers included some opulent flourishes, sure to make the 1951 Virgo an instant classic.
1951 also saw the release of the Sagittarius Roadster; a luxury roadster, similar in design, although much tamer than the Pantheon Challenger XS that had debuted a year before. The extra year was due to designers not being able to decide on a suitable grille for the vehicle. Some early 1951s got one, while all the others got the grille that won out.
1952
Having spent so much time wrestling with the final design of the Sagittarius, Olympus decided to put off the new Libra coupe, until 1952. This staggering of styles would continue until the 1970s.
Troublesome 50s Part 2
The 1950s were grueling for the North American market. Not only were the independents struggling to stay afloat, but the baby boom was hitting its zenith. Imagine coming back from war and having a decent middle class living; now imagine you have 4 or more children, just leaching off of that. In 1956, Olympus released its redesigned and much larger Virgo. It was so big and unruly (drove like a boat), they had to create a new trim level. The Premier trim became the Virgo’s entry-level trim; while at the same time the DuLuxe was so lavish and posh, only the wealthy would buy it. The DuLuxe Virgo was so heavy, OMG had to develop the 360 Cubic Inch Titanic V12 (an allusion to the Titans of Greek Mythology).
Also debuting in 1956 was the Sagittarius. The Sagittarius came as a 2-seat roadster, or a 4 seat grand tourer. Rather than different trim levels, all Sagittariuses were decked out, and came with choice of engines. This offered another way to make use of OMG’s Titanic V12.
The following year, Olympus debuted the redesigned Libra Coupe. This design further delineated the Libra from the Virgo, as the Libra was becoming Olympus’s entry level model. The Libra still came in Luxe and DuLuxe trims. The Libra was the last model to hold onto the Inline 6, with a newly revised DOHC 180 cubic inch OlympusSix. The DuLuxe trim had the option of either the OlympusSix or the Herculean V8.
1957 was also the inaugural year of the Olympus Aquarius, an early rear wheel drive luxury utility vehicle, with seating for 6 adults. Available in Luxe or DuLuxe trim, the Aquarius was ahead of its time. It made use of the Goddess V8, or Titanic V12.
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 Pantheon 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 Pantheon Puma (Freeman - Sedan only), and Pantheon Ocelot. The Craftsman and Goodman trucks remained relatively unchanged, except for the optional 5.4 liter high torque V-8.
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.
Reboot
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.
Pegasus
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…)
Coincidentally, working on something else at the moment, and would like some advice. I wasn’t sure where to ask, so I put it in general chat. Do these fixtures work for you?, linked here.
Pegasus in the new age
October 1986, the stock market crashed. Car companies start cutting corners, bringing out old outdated boxy designs with under-powered motors. And then come the layoffs, and the off-shoring. Olympus Motor Group prides itself on its close relationship with the local unions, but they may have to resort to drastic measures if they don’t think outside the box.
Recently, the concept of a low priced, fix-it-yourself vehicle has become more of a niche market, and Pegasus started losing some market share; after all, their target market is typically the hardest hit by this economic downturn. Over the last 40 years, Olympus has built new plants for its other brands, and it seems like now would be the time to re-invest in the Pegasus nameplate. Beginning January 1, 1987, the large plant producing the Courrier and Porter models was put into 24/7 production. The crew continued to work their 5- 8 hour days, but not necessarily Monday through Friday. Extra personnel were brought in from other plants, where they would split their week 3 days at their home plant, 2 at the Pegasus plant. Production would continue like this until June 30, 1988, when the Pegasus plant would be shut down and razed to make room for a new, more up to date plant. In these 18 months, workers built enough Courrier and Porter models to last through the end of 1990, when the Courrier would cease to be (until 2008), as would the Porter (with no plans as of yet to bring back that name). At the end of this production run-up, anyone who was within 5 years of retiring was offered a full pension, if they would help to make way. This allowed most of the workforce to be distributed to existing plants, while the remaining would be utilized in the construction of the new plant.
For the 1988 model year, Three new motors were introduced for the Pegasus line, meaning the carbureted Pegasus 1300 would end with the Courrier and Porter. The New Wave Pegasus motors were the New Wave Pegasus Three, the New Wave Pegasus Four, and the New Wave Pegasus Six. All three models were DOHC with 4 valves per cylinder and multi-port fuel injected, co-opted from the parent companies more expensive brands. Their displacements were 1.2 liters, 1.6 liters, and 2.4 liters respectively. The New Wave Pegasus Three, produced 62 hp and 96 lb ft of torque, and the New Wave Pegasus Four, 85 hp and 120 lb ft of torque; both motors had a turbo option which was good for an extra 45% more horsepower and torque, as well as slightly better economy, at the expense of having to pay for premium fuel. The New Wave Pegasus Six did not have a turbo option, but produced a decent 112 hp and 154 lb ft of torque.
The 1988 model year also saw the end of the mid-sized Traveler, in favor of the more compact Fidget; which shared a chassis with the Orion Panther and Star Comet. Also gone, was the Full-size Hauler pickup truck, replaced by the compact P-50; which shared its chassis with the Star Craftsman compact pickup. Black and Primer were no longer a charming way to cut costs in customers’ eyes, so Pegasus expanded its color pallet to include black, white, and six candy colors in between, with primer being reserved for large fleet orders (for which these cars were still designed). The trim packages now included the Standard (absolutely basic package), the Plus One (which would feature a 4 speed automatic transmission for the first time under this brand), the Plus Two (Air conditioning and AM/FM Cassette stereo), Plus Three (on the Fidget and other future models would feature the Turbo variant of their respective motor with the 5 speed manual), and Plus Four (on the P-50 would feature 4 wheel drive with a 5 speed manual, and off road suspension)
The Fidget shown here in coupe variant for 1988, featured the New Wave Pegasus Four. The Plus Three Trim package would feature the turbo variant. Also available in Sedan, and Estate Wagon. The P-50 shown here as standard package for 2003 (those lights I think are a result of the update, they weren’t red before) came equipped with the New Wave Pegasus Six
A model that would be resurrected was the Wanderer. The Wanderer would feature the New Wave Pegasus Four and was produced on the same assembly line as the light trucks, but on its very own chassis. This Wanderer would be a bit smaller than older generations, but just as adept at off-roading.
Even though this is a picture of the 2010 Wanderer, it was reprised in 1988 and continues to this day, trust me.
Construction on the New Pegasus plant was completed in July of 1989, a bit later than expected; the 1990 models would be delayed, quite possibly until the 1991 model year. As the economy started to recover a bit, and word got out that there would be no more Courriers or Porters, Pegasus supply of entry level cars began to dwindle. In fact, the last Courrier would be sold on 29 September 1989, and the last Porter on February 12, 1990. This meant there would be a gap of six months before the Courrier’s replacement could reach showroom floors. Finally on July 1, 1990, the world would see the model that replaced the beloved, and famed Courrier (as well as the Porter, but people really weren’t clamoring too much over that); the 1991 Pegasus Getaway. Featuring the New Wave Pegasus Three, the Getaway was an economical and quite affordable entry level car. Many people however, were demanding the Plus Three trim; there was a run on showroom floors. Pegasus could not meet demand, even with their new high tech facility. By 1995, supply and demand began to equalize, and people were happy with Pegasus once again.
Olympus Motor Group Executives wanted to have the Getaway ready for the 1990 model year, but conservative estimates had it projected as a 1990.5. In the end, it arrived just barely in time for the 1991 model year. High demand, especially for the Plus Three variant, caused rushed work, and very frequently reliability problems. By 1995, most of the problems had been ironed out. Unlike the Courrier and Porter, executives decided to keep the Getaway fresh, by performing cosmetic changes every 5 years.
In the 2000s, engineers wanted to design something fun for Pegasus owners. They designed a 21st century variant of the New Wave Four Turbo, that would feature direct injection. This would give the engine 13 extra horsepower, making it more efficient, and allow it to run on regular unleaded fuel. This engine would be put in a small two seat coupe, with an expected release for the 2008 model year. Unfortunately, the economy started heading south once again. Marketers launched a last minute campaign to badge the new coupe with a familiar name. The car whose project name was Zoom, would be branded the New Courrier.
The new Courrier got a class leading 47 miles per gallon, and could accelerate to 60 MPH in under 6 seconds. This model was so successful that Olympus Motor Group decided to make an Orion based on it, rather than the other way around; that model would not see showrooms until 2011 however, and would feature a much more aggressive powertrain. The New Courrier would only come in 1 trim, being that it was already turbo-charged and had the necessary accoutrment, but because of the Courrier’s do-it-yourself legacy, aftermarket turbo modification kits were often sold.
This is the lineup of Pegasus until this very day, although many models have been refreshed and updated.
New Courrier
Getaway
Wanderer
Fidget
P-50
Pegasus Motors. An entry level, economy brand, import fighter. Part of the Olympus Motor Group family.
