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[WIP]Eastman51's Homebrew Lore


#1

This thread will host “brochures” and information about my car companies and their products.

Auber Auto Group - American manufacturer of regular everyday cars
-----Crown Performante - A subdivision of Auber which was initially created to convert regular Auber vehicles into high performance track cars for use in motorsports. They later branched into a separate brand, developing race cars with tuned down street specs available for purchase at your local Auber dealership.
-----Apolliano - Apolliano was a small Italian startup with the goal of making high end supercars to compete with Stallion, however, the company went under before they finished development of their first car. But thanks to support from the Auber Group, Apolliano got back on their feet and made their dream a reality.

Pega - American/Japanese manufacturer of performance vehicles

Alpha - Japanese manufacturer of practical and economical vehicles, who also occasionally dabble in sports cars.
-----Abran Autosports - A subdivision of Alpha focused on creating performance vehicles. Ironically, Abran is more renowned and much more popular than their parent company.

Neo Motors - German automaker who produces high end cars of most varieties (except that one time).

Saffron Auto Works - German car manufacturer.

Mikuni Motors - Mikuni started as a performance parts manufacturer. They later decided that they could use their expertise to develop performance vehicles, a number of which were highly successful in both motorsports and on public roads. Though they tried, Mikuni never saw much success with the production of standard everyday cars.

Argyle Automobiles - Argyle is an American car company that’s been around since the beginning. They were quite popular in their early days, but they have since dwindled in popularity; which has begun to show in some of their more recent vehicles.

Avery - British performance and luxury brand.

Stallion - Italian high-end performance brand.

大村重工業 (Daimura Heavy Industries) - Japanese manufacturer of a variety of vehicles for a variety of markets.

Concordia - American car manufacturer.

Mikoto - Japanese car manufacturer

Global Racing League Association (GRLA) - The organization in charge of racing series globally. They certify cars and tracks, create the rules, and generate the seasonal schedule. (NOT A MANUFACTURER)

Famous Moments in Motorsports History - A place to check out lineups for some of the most important moments in motorsports and compare different vehicles among classes. (NOT A MANUFACTURER)

(more may come eventually)


#2

Auber Auto was founded in 1938 by Jackson Auber, and was contracted by the US Armed Forces to provide heavy duty vehicles for use during the war. Following the war, Auber was forced to change the company’s market segment in order to keep the company afloat now that the US no longer needed military vehicles. In 1958, Auber debuted their first production car, the Bernadetta.

1958 Bernadetta

1958 Bernadetta Sedan
The 1958 Bernadetta was built off of Auber’s experience with military vehicles. The engine was built off the same platform they had used during the war, the Detroit 6. The Detroit 6 motor was a 2.2L SOHC inline 6 engine. The Revision 6 variant used in the Bernadetta was re-tuned for 121lb-ft of torque and 109 horsepower. The Bernadetta was a huge success for Auber, and they sold over 1 million examples before the introduction of the second generation.

1962 Trent

1962 Trent Station Wagon
In 1962, Auber pulled back the curtain on an upcoming model, a station wagon. When the Trent hit dealers in 1962, people were surprised with the Trent, it had an understated look and was more economical. Featuring a revised, 2.1L variant of the Detroit 6 found in the Bernadetta, the Trent could cruise along with quite similar power numbers to the Bernadetta, but with improved fuel economy. The Trent was designed to be a cheaper alternative to the Bernadetta that could be made available to a wider audience.

1966 Layland

For the 1966 model year, Auber released a new model named the Layland. A cheaper alternative to the Bernadetta and a more luxurious alternative to the Trent. The Layland came in two different trims, the “LT” sedan and the “LTD” wagon. The LTD came equipped with an automatic transmission, while the LT only had a manual. Both the LT and LTD featured the same revision of the Detroit 6, which made 101hp and 123lb-ft. The Layland was advertised and marketed as a car made for travelling; both cars came from the factory with cargo racks for extra storage on long road trips.
LT:


LTD:

1966 T-200

In addition to the Layland, Auber brought in a pickup truck to “aid the working American.” While the statement may sound like marketing BS, Auber actually did deliver on it. The T-200 was a fantastic truck, it had excellent towing capacity and off-road capabilities; and with it’s 4x4 drivetrain it was awesome everywhere. Featuring the new 4.2L “Kentucky Iron” V8, the T-200 was making 248lb-ft and 192hp.

1969 Bernadetta

The first generation Bernadetta was getting way out of date, and sales had slowed down since the mid 60’s after the Layland was introduced. To put the Bernadetta back in the spotlight, Auber refreshed it with an entirely new look and feel; and a new revision to the tried and true Detroit 6 motor, this time making 128lb-ft and 115hp. With the new styling and interior options, the Bernadetta was back to being the best in class premium sedan.

Auber’s 60s lineup, while strong, struggled to effectively sell. The Bernadetta did very well, alongside the Trent, but their sales were still meager compared to other American brands and the handful of successful imports. The Bernadetta’s refresh for 1969 brought a resurgence in sales, after the severely outdated first generation was retired; but the end-of-the-decade refresh cycle would be put to a stop in the 70s. The following decade was highly successful for Auber over the 60s, and they were able to up their sales much higher as car prices dropped and more and more people could afford to buy cars. However, the Oil Crisis struck in 1973 and hurt sales on the 2nd generation Layland; which now featured a V8 engine. The Trent still shipped with the Detroit 6, which was more efficient than the new Detroit 8; and sales on the Trent multiplied while sales on Auber’s V8 offerings suffered until the end of the Oil Crisis.

1971 Trent

The second generation Trent still featured the deprecated Detroit 6, which Auber had highly considered ditching for the production model. But Auber was blessed with luck, because in choosing to keep the Detroit 6, the Trent was more efficient than most other American cars at the time; resulting in a boost in sales when the Oil Crisis hit in 1973. In 1973, Auber halted production on the original second generation model in favor of an altered one that had greatly improved fuel efficiency and an automatic transmission, with only a small increase in price.

1973 T-200

The Oil Crisis hit just after Auber refreshed their truck and introduced a new truck. Of course, even with people’s demand for fuel efficiency, people bought the trucks anyways. The T-200 still utilized the Kentucky Iron, but it would be the second and last car to feature it. Again, a cheap, reliable, and stylish truck for the working American; the T-200 sold pretty well, mostly after the Crisis ended.

1973 T-400

To expand Auber’s lineup of utility vehicles, they released the 4 door T-400. Featuring a spacious cabin, and fancy suicide doors, the T-400 was great for those with deeper pockets and wanted a truck with more to offer than the T-200. Suped up with the new Kentucky Steel, a much larger V8, the T-400 was better equipped for towing and hauling. After the Crisis ended, sales picked up sharply.

1974 Layland

Unfortunately, the second generation Layland suffered early in it’s life. Auber was banking on the Crisis ending before, or shortly after, the announcement and release of the Layland; but their luck had run out after being spent on the Trent. The Crisis hung on for almost 8 months after the Layland’s initial release, which cut deeply into Auber’s sales. Towards the end of the decade Layland sales began to pick up, so it wasn’t written off as a failure. The second generation was once again featured in wagon and sedan format, both models with automatic transmissions.
T:


LT:

1975 Bernadetta

Following the end of the Crisis, Auber went full swing into the third generation Bernadetta. Featuring an improved A variant of the Detroit 8 from the Layland, the Bernadetta was poised to be the major contender in the luxury car market for the rest of the decade. The Bernadetta came in two different trims, standard and the White Hat Special. The White Hat Special featured a white roof and special paint color options, and a nicer interior.
Standard:


White Hat Special:

(later Auber cars are WIP)

Crown Performante was founded in 1980, designated to be Auber’s tuning marque for adapting road going cars into highly competitive race cars for entry in motorsports. Joseph Crown, of whom the marque was named after and who was the leader of the racing team, had difficulty getting much for victories in the 80s. Auber was going to get rid of the team and go back to focusing solely on family and utility vehicles, but Crown promised Auber that they could see success, but only if Auber allowed Crown to develop their own cars. Auber agreed, and thus Crown’s career began in earnest. In 1990, Crown began the development of their first in-house racing machine, which debuted on the track in 1992.
-Note- Crown generally names their engines with this scheme: (first letter of car name)R(capacity/cc).(# of cylinders) – example: The Raptor ST’s engine is named RR22.6 (Raptor, ‘R’, 2.2L, ‘.’, 6 cylinders)

(pre-90s Crown race cars are WIP)

1992 Raptor GT

The Raptor GT was purpose built from the ground up to be a pure racing beast. Powered by a 3.2L aluminum block 24 valve DOHC straight six that was naturally aspirated. Dubbed the “RGT,” the Raptor was rocking 373 break horsepower and 268 lb-ft of torque. The Pega Matriarch debuted on the track in 1991, and claimed an absolute victory that year. However, with the Raptor now joining the field, the Matriarch was evenly matched and the season came down to the wire. The final race was so close that the officials had to look back at the footage to see that the Raptor had just barely crossed the line first, winning the 1992 racing season by 3 points overall.

Following the Raptor GT’s massive success in racing, Crown requested that Auber allow the marque to sell production sports cars; of which they could use to better develop their racing cars, as well as earn additional sales for AAG (Auber Auto Group) and increase brand recognition.

(cars between are WIP)

In 2016, Crown released a new lineup of performance cars. The cheap, low powered, yet light and nimble Triad; and the aggressive, track-bred returned legend Raptor ST.

2016 Triad

The Triad’s 2nd generation features and upgraded version of the TR2.4 engine, which now makes a hefty 204 horsepower and 161 lb-ft that improves upon the previous generation in every way. Featuring a new, angular style, the Triad was fashionable and quite the looker. The Triad isn’t a blisteringly fast car, instead it focuses on being a light and agile coupe. It’s fast in the corners, but slow on the straightaways; depending on who you ask, it’s a worthy trade-off.

2016 Raptor ST

The ‘ST’ stands for street, because the Raptor ST is a dumbed down version of Crown’s newest GT4 champion, the Raptor GT4. Featuring the RR22.6 engine, which makes 222hp and 171lb-ft (optional factory supercharger is available). Translating a similar style from the Triad, the new Raptor looks fantastic. And the improved power output of the engine makes it much faster. The Raptor is more aggressive, and features many of the improvements found in the GT version; such as wider tires and improved aerodynamics. The Raptor ST is what you want when you’re looking for a fast coupe.

2016 Raptor GT4

The Raptor GT4 was introduced to replace Crown’s aging GT4 car. And with a supercharged 2.5L variant of the RR22.6 engine making 495hp and 303lb-ft, it was well equipped to compete with the likes of the Bravado RS. Re-tuned suspension and racing slicks give the Raptor GT4 up to near 1.27gs of cornering grip. A wicked GT car to compete at the top of it’s class.


#3

Pure Pega Performance has been the slogan of Pega’s main performance cars since the introduction of their most infamous muscle car. Joint founded in 1960 by Alex Raston and Makino Katai, Pega was aiming to put exclusive and high performance cars into the hands of consumers in the US and Japan. The Raston branch was the US division, which primarily focused on b i g muscle cars with lots of f r e e d o m; while the Katai branch was the Japanese division, focusing on small, light and vicious performers.

The Raston branch was most notorious for their over the top muscle cars, and when Pega launched their first car in 1969, it defined the brand for decades.

1969 Wyvern SS

The Wyvern was ferocious, a brutal and savage beast of a car. With over 600 lb-ft of torque and over 400hp, the supercharged SS version was infamous for being hard to drive; but not because the car was hard to control, in fact, Pega tamed the engine so well that going fast was easy, in theory. The blast of torque kicks in almost instantaneously, and holds out all the way to redline; it wasn’t so much “hard to drive” as it was “terrifying to drive.” Raston wanted to “come in with a bang,” and boy did he accomplish his goal; the 8.2L crossplane V8 was exactly what every muscle head wanted in their garage. Sadly, the Wyvern’s “hard to drive” mentality came from the fact that people died in accidents involving the cars quite frequently; so much so, that the US Supreme Court took the Raston branch to court in a lawsuit regarding the production of “knowingly dangerous vehicles.” However, Raston actually won the case. It was found during the investigation that 8 out of 10 deaths involving a Wyvern, the car had been modified beyond factory standards. In most cases, the factory superchargers were swapped out with far more powerful ones that made the Wyvern difficult to control. Raston argued that the car should not be banned, because the factory spec is not dangerous; and in a clever legal move, also argued that a ban should instead be made on the modification of the Wyvern. His argument won over the Supreme Court, and all modifications to the Wyvern’s engine were outright banned; this meant that Raston’s efforts making the Wyvern were not wasted, and people could still enjoy the car safely. Unfortunately, the ban only decreased deaths involving the car by a small margin, meaning that the Wyvern SS would forever have a death-sentence like attribute attached to it’s name.

1978 Warrior

In order to steer the Raston Branch away from another major legal battle, Raston decided to tone down their next model. They had already made a big name for themselves in the muscle car market, and the Supreme Court case would easily explain the drastic reduce in power; and as such, their new muscle car sold well. In fact, the Warrior actually sold better than they Wyvern because it was far less frightening and didn’t have the lethal persona of the Wyvern. The Warrior had a 5L naturally aspirated V8 making 288lb-ft and 230hp. Much like the Wyvern, the Warrior’s engine engaged torque early in the powerband, but due to the restrictions the torque curve fell off close to redline. Ironically, the Warrior was actually more dangerous to drive than the Wyvern because it had narrower tires and weaker brakes; however the Warrior received nothing but praise throughout it’s first generation.

1983 Type W

Raston had seen a lot station wagons on the road since the introduction of the Wyvern. He thought they were all silly; the way that they were all currently designed they were slow and boring. So, he set out to solve that problem; and in doing so, created a revolution in the station wagon market. In 1983, Pega launched the Type W, a V8 powered “sports wagon.” Adding to the Type W’s name, it was twin turbo charged, a first for the Raston Branch. They had specifically flown their best Katai Branch engineer all the way from Japan to New York to help design and tune the W’s turbos. In traditional Raston Branch fashion, the Type W punched in with massive torque early, and finished off with a load of power. The W’s engine pumped out 360lb-ft early and cranked 286hp just before redline. Being a station wagon, the W was practical and could be used as a family car; but it wasn’t like other wagons at the time, it was fast. Of course, because the Type W could be used as a family car, it had cutting edge safety features that not many other cars had at the time. Speed, practicality, and safety all coalesced into what Raston defined as “THE station wagon.”

1991 Matriarch GT

In 1989, the Katai Branch retired their GT racing car, and Katai decided that Raston should have a go at motorsports; after all, an unmodified Wyvern SS could put up a fight with the Katai Branch’s best racing car, and the Wyvern was from 2 decades ago. Raston gladly accepted the opportunity to compete in motorsports, and in 1990 he put his team to work immediately. The Matriarch was fitted with a mid-mounted 4L V8, this time however, Raston ditched the “All Torque, All the Time” slogan and made a lightweight rev happy engine. Making 288lb-ft and 338hp, the Matriarch’s engine was no slouch. In combination with a lightweight chassis and exceptional handling, the Matriarch dominated the 1991 GT season; earning high praise from Katai, who received a model for his racing team to compete with in Japanese Super GT. It wasn’t flashy, it wasn’t stylish, it was, as Raston described it, “simple and sleek.”

1994 Warrior (Second Generation)

After the success of the original warrior, and the experience Raston had with motorsports and the Type W, he lined up the return of the Warrior. Ideally, Raston would have like to bring back the Wyvern, but he felt that it would be ill-received at the time. Grabbing a big 5L V8, the new Warrior was making 315lb-ft and 327hp. With improved handling over the first generation, the second generation was lined up to be an excellent all around performance car. The Warrior became less associated with being a “muscle car” because of this, but more so because of it’s styling that more replicated that of Japanese sports cars at the time. In fact, Katai agreed to sell a limited number of imported models in Japan, which quickly sold out. In the US, the Warrior was hugely popular, even though it wasn’t really a muscle car anymore.

1998 Matriarch Hillclimb

In 1996, Raston was invited to attend the Pikes Peak Hillclimb, where he was impressed by some of the cars there. On his way back to the airport, he thought “I could do that.” And sure enough, two years later, the Raston Branch racing team arrived at Pikes Peak with a heavily modified version of the Matriarch. Now making 488hp and 337lb-ft, the hillclimb spec was the Matriarch’s ultimate form. Featuring an adjusted aero package and finer tuning on the suspension, the “HC” spec set a world record time at Pikes Peak that year.

(cars between these are WIP)

2017 Warrior (Third Generation)

Following the death of Raston in 2012, Pega’s GT car was retired and the Raston Branch took a break to recover from their loss. Just as they were being missed, Takara Riu was flown over from Japan in 2014 to take head of the branch. The US Branch would still be called the Raston Branch, after it’s original founder; and just because the branch was now headed by a Japanese woman didn’t mean that they couldn’t build muscle cars anymore. To prove this, Riu decided to revive the well received Warrior. In the 90s, the Warrior had become a regular old sports coupe and deviated from the Raston Branch’s “muscle roots.” So, in true american fashion, the 3rd generation Warrior was equipped with a 5.6L V8 making 375lb-ft and 392hp. Styled with what was described as “truly American muscle,” the all new Warrior was a massive hit; and American Pega fans were no longer skeptical on Riu’s ability to lead the Raston Branch. Coupled with the new styling and traditional V8, was impressive handling and superior grip. No matter who you asked, the Warrior was definitely a muscle car again, and people loved it.

The Katai Branch was mostly ignored for the early part of Pega’s history. It wasn’t until they entered motorsports that Katai got much recognition for his work; Raston’s infamous muscle cars stole most of his fame, though he couldn’t really say no, because that name did earn him plenty of sales in Japan.

(pre-90s Katai branch cars are WIP)

1996 Genesis

With motorsports being confidently handled by the Raston Branch, the Katai Branch had plenty of time to make a late entry to the ever popular 90s Japanese sports car market. Using his experience in motorsports, Katai decided that a mid-mounted straight 6 would be their best option; and not many Japanese sports cars at the time had mid-mounted engines, which would help the Genesis get recognized for it’s superior handling. With 193 lb-ft and 236 hp, the Genesis was quite competitive with other JDM coupes like the Mikuni Chaser. The Genesis, reinforced by it’s Pega badge (influenced by the prestige of the Matriarch), sold exceptionally well even through its second generation.

2000 Ace

The Ace’s origin story is not unlike the Type W’s, Katai was walking around in downtown Tokyo late one afternoon and happened upon a parking lot filled with late 80s and early 90s Kei cars. He frowned, because the last time he had driven a car like that was when he had traveled to Fujimi Kaido for an event in the late 80s. He recalled how drab and uninspired the car was, and saw that even the latest kei cars were just as bad. So, he decided to turn the kei car on it’s head. The Ace was built into a standard size Kei car body, but was fitted with an oversized 1.4L straight 4. With 192hp at 9,200 rpm, the Ace was a whole new breed. Exceptional handling, fine tuned suspension, and excellent fuel economy (for a sports car), the Ace was all you’d need in a city like Tokyo. It was as small as a kei car, so you could go anywhere a kei car could, and it had the performance of a bigger sports coupe so you wouldn’t need to have more than one car. The car was a huge hit amongst motorheads living in cities, and amongst people who like Pega cars or just plain different cars.

(post 2000 Katai Branch cars are WIP)


#4

Patrick Avery founded Avery British Motorsports Company in 1949, following his tour of duty in the British Army during World War II. He was inspired by the early days of motorsports, and decided to pursue his newfound passion. In the beginning, the ABMC (Avery British Motorsports Company) primarily developed competition grade vehicles solely for competing in motorsports. Eventually the ferver faded, and Avery found himself needing an additional method of income to keep his company afloat. In 1970, Avery had his small team of engineers cease development on their next racing car (their previous racing car would still be run and maintained/improved by the racing team, though it would eventually get outclassed) and begin development on the company’s first road car. Unfortunately for the company however, Patrick Avery passed away at the age of 48 from a rare disease in 1977; he would not live to see what he had described as his “greatest work yet” be unveiled to the public at the Geneva International Auto Show in 1978, a year before it’s official launch. Patrick’s son had been lazy and unmotivated throughout most of his life, on many occasions, Patrick had voiced his disapproval; which only made his son, Oliver, want to abandon his father. After his father’s death, Patrick’s right hand man and the lead of the Avery racing team, George Bailey, was slated to take over the company; but after seeing his father’s passion for cars, particularly his father’s last project (not to mention the guilt he felt for the way he had acted), Oliver begged Bailey to let him lead the company and “make up for all my past wrongs.” Bailey never had a son of his own, and seeing his friend’s boy distraught with grief, he decided to allow Oliver to take over the company with himself as “Chief Advisor.” After the Avery family, and the company’s employees recovered from their loss, Bailey noticed many flaws within Patrick’s design; however, Oliver refused to allow the design to be changed. Oliver argued that the car was how his father had envisioned it, and that changing it would only insult his father’s work. Bailey reluctantly agreed, he feared that the car in it’s current state would not sell, and as a result the company would go under. Oliver, devised a plan that would ultimately save the company from it’s inevitable demise; the car was originally slated for a 1978 release, but Patrick had died the year before. Since motorsports were no longer the company’s main focus, Oliver renamed the company from ABMC, to simply “Avery.” And in 1978, he showed up in Geneva with a half-finished example of the final design (the engine cooling system wasn’t functioning yet, so the car couldn’t run for very long). Oliver gave many presentations throughout the show, but since he never stated that the car was functional, many thought it was just a shell and that it would never even come to market. During his last presentation, a reporter asked if the car was real or not; Oliver responded by starting the engine. The scene, and the engine’s sound, drew a bigger audience for the remainder of the presentation, and made a lasting impact on the media for months following the show. Just as people began sceptical of whether or not Avery could release a production car, one of the racing team engineers solved the car’s cooling issue; and a few months later, Oliver had cars shipping out to customers all over the United Kingdom. Patrick Avery’s first, and last, car shared the same name; and thus, the MK1 went down as a legend in Avery’s name.

(pre 1979 Avery race cars are WIP)

1979 MK1

The car that would eventually become known as the MK1 (named after the Mark 1, ABMC’s first race car), originally began development under the lead of Patrick Avery in 1970. Following Patrick’s death, his son, Oliver, took up the lead on development and released the car in 1979. Featuring a 4.8L V8 making 312hp and 295lb-ft in a lightweight chassis, the MK1 sold quite well in the UK.

(pre 90’s Avery cars are WIP)

1990 MK4

Since the MK1, Avery was never at the top. Competitor’s cars could either make more power, or had better cornering. But in 1990, Oliver Avery decided to change that persona associated with the brand. He had his racing team take a break from motorsports to help develop a newer, more powerful engine and a handling platform that would allow the new car to take corners at higher speed. In order to help squeeze more power out of the 4.6L V6, the racing team fitted a roots style supercharger; ultimately, the MK4 would hit the road making almost 450hp and nearly 400lb-ft. The new engine’s performance helped put Avery into the newly emerging “supercar” category. Aided by a limited slip differential and anti-lock brakes, the MK4 was easy to drive; and the wide rear tires combined with precision suspension tuning made the MK4 quick in the corners. The MK4 was the first car from Avery since the Mark 1 that was considered truly impressive.

(post 1990 Avery cars are WIP)


#5

How on earth do you simulate such a piece of equipment which has never been featured in Automation before? At any rate, the Avery Mk4 is your best effort yet, aesthetically. However…

Is this a typo? If not, then this is surely the wrong kind of engine for such a highly prestigious supercar.


#6

While Automation itself does not have superchargers, BeamNG does. Adding a supercharger (of any variety) is actually quite easy in post with some quick jbeam editing. Using Beam’s tools to measure power and torque, you can guesstimate a decent tune.

Avery, as a brand, since the MK1 has been known for having V6 engines; I saw no reason to change that for the MK4. And despite Ferrari V8s and Lambo V12s, 6 cylinder supercars are actually quite common; for example, the Porsche 959 and the modern Nissan GTR both have twin turbo 6 cylinder engines. So, a supercharged V6 isn’t really out of the question for a supercar.

Also, thanks for the compliment on the MK4. As far as my supercars go, I do think it’s one of my better ones for sure.


#7

Saffron Auto Works (SAW) was founded in Nuremberg, Germany in 1962 by Gerald Saffron. Gerald aimed to be the best German manufacturer of automobiles, to compete with the age old Neo Motors. However, due to budget constraints, SAW’s first production vehicle would hit well below the mark that Neo’s cars were at. However, SAW’s first car did deal a major blow to Neo’s sales; rather than being forced to buy cheap, crappy imports or expensive German cars, people could buy a cheap German car. Even though the K-3 was a huge success, Gerald initially viewed it as a failure.
-Note- SAW engines follow this naming scheme: S (engine mounting position) (engine capacity in Litres) (engine type): for example, the SR1.3F4 is a rear mounted 1.3L flat 4.

1968 K-3

The K-3 was introduced as a rear engined, two door station wagon. Featuring the SR1.3F4 engine making 74lb-ft and 64hp, the K-3 was practical but not fast. The styling and interior would reflect the car’s cheap pricetag, but the car was far from being a lemon. It was plenty fast for the average consumer, and the wagon body made it more practical than most imports. The 1.3L engine also made it the most efficient car on the German market at the time, giving it a wide range of appeal. The styling, while not fancy, was far from ugly; and it appealed to many people with it’s looks. Despite it’s low pricetag, and less than luxury quality, the K-3 sold even to wealthier customers at a surprising rate. Before 1971, 23% of German-made cars on the road were K-3’s.

1971 Florio

Jealous of Neo’s performance cars, Gerald decided to follow suit. In 1969, following the launch of the K-3, Gerald immediately began development of a sports car. The prototype model completed in 1970 was nicknamed “Targa Florio,” after it’s test run in the event. The name stuck, and so, when the completed model was unveiled in 1971, it was named the “Florio.” Featuring a 5.8L V8 mid-mounted engine making 305hp and 294lb-ft, the Florio was destined to be a powerhouse. At the time of it’s launch, and for another decade, the Florio was the most powerful German-made car. Gerald had been an mechanic for Le Mans cars after the war, and it had taught him a great deal about balance and handling; and when he applied his knowledge to the development of the Florio, it became a dream to drive. Excellent handling, supreme performance, the Florio was a massive success; and exported models sold well in the UK and the US.

1973 K-5

Following the Florio’s success, Gerald realized that the K-3 was far more successful than he originally had thought. While the K-3 was not more prestigious or luxurious than Neo’s offerings, it was more affordable and had more character. With Neo thoroughly beaten by the Florio, Gerald decided to bring another cheap car to the market; but this time, a sedan. Again, fitted with the rear-mounted SR1.3F4 engine (this time revised for a slight improvement in torque), the K-5 was well situated. Updated stylings and improvements to the K-3’s designs gave the K-5 an updated look and feel that resonated with people. By 1975, 32% of German automobiles on the road in Germany were SAW.

1975 M-11

Gerald decided to flesh out SAW’s lineup by finally introducing a luxury car on par with Neo. The M series began with the 11, which was on the higher end of the spectrum in terms of luxury; and even managed to compete against some American cars in the segment. Featuring the new SR2.8F6 in a 2.5L variant, the M-11 was ready to overtake on the Autobahn.

1976 U-4

Gerald saw that most work trucks still in use in Germany were leftovers from the war, and so-called “modern” versions were still vastly outdated. Desiring to fill the gaps by providing a small, cheap, and practical truck that was marketed in Europe and Japan primarily as a commercial work truck; but Gerald also saw the Oil Crisis as a way to boost sales in the US. The U-4 was marketed in the US as an efficient truck to replace the thirsty V8 offerings by American manufacturers; but the small 2.4L version of the SR2.8F6’s low towing capacity and cargo load limits hurt sales. The U-4 did sell well as work trucks in Europe and Japan; and surprisingly, about 15,000 units were sold in the US.

(post early 70s SAW cars are WIP)

1992 MK-5 RS Turbo

The M-K4 had been a highly successful car for SAW, and naturally they would want to release a follow up for the M-K series. Seeing the growing supercar market, and feeling a need to put SAW back on the top after the Florio was finally beaten, Gerald decided to make the M-K5 something special. The expensive, and exclusive, M-K5 RS Turbo launched in with a 2.85L biturbo flat six engine making 447hp and 370lb-ft. Featuring AWD and dialed in suspension, the M-K5 was a monster in the corners. The impressive handling and engine power meant that the K-5 could easily keep pace with other supercars like the Avery MK4 and Stallion F6.

(post early 90s SAW cars are WIP)

2014 M-K7

Bringing the M-K series back into the spotlight, the M-K7 featured a brand new engine; the SR2.4F6, making 245hp and 172 lb-ft. Once again featuring AWD, and greater improvements to handling, SAW was back in the spotlight. Designed to beat out Neo’s Bravado, the MK-7 once again accomplished that goal.

(more to come from the '10s)

2019 M-K8

In 2016, Neo unleashed the RS variant of their Bravado. An impressive FWD racecar that dominated on the track. After once again being beaten out by their rivals, SAW made to beat the Bravado again; both on the track and on the street. The M-K8 featured another brand new engine, the SM2.5V10, making 216hp and 172lb-ft. While the engine was larger and made less power than the M-K7, the car was lighter and had even better handling. In order to reduce weight, the M-K8 was actually RWD; but improvements in aerodynamics and suspension tuning kept it dialed in.

2019 M-K8 GT4

In order to beat the Bravado RS on the track, SAW needed to make a racing version of the M-K8. To do this, SAW increased the engine’s power output dramatically and fitted a 4 lobe twin screw supercharger. Making over 450hp, the GT4 spec M-K8 was geared up to compete with the Bravado RS and other GT4 champs.


#8

You seem to have forgotten to include pictures of the '92 Auber Raptor - a glaring omission considering its significance.

On another note, I understand why Avery uses V6 engines, but 4.6 litres is a bit on the high side, and an engine of that size in such a configuration is hardly the last word in refinement.


#9

Thanks for letting me know. It appears that images don’t like being in blockquotes.


#10

Global Racing League Association (GRLA)
The GRLA was founded in 1965 to consolidate different motorsport disciplines under one central leadership and better implement rules for motorsports overall.

Essentially, the GRLA took all existing motorsports and split them into a few main categories and combining similar sports together into one sport.

As of 2010, these are the current categories and sports classified by the GRLA

  • Circuit
    – GT - as of the year 2000, GT was reclassed as GT4. GT(4) is intended for race-spec versions of higher end vehicles
    – G - as of the year 2000, G was reclassed as GT-A1. G(T-A1) is intended for race-spec versions of mid-range vehicles
    – Cup - Cup racing involves heavily modified versions of low end vehicles.
    – Endurance/Prototype - Prototype cars specifically developed for racing.

  • Rally
    – Rallycross - Similar to Cup racing, but involving mixed surfaces and jumps.
    – Group A - The G(T-A1) of Rally.
    – Group B - as of the year 1990, Group B has been disbanded. Before Group B was disbanded, it was the GT of Rally.
    – Group C - These are the models of cars you might see in Rallycross or Cup, but is full on rally.

  • Point-to-Point
    – Hillclimb - Often times cars competing here are prototypes or modified G/GT cars.
    –Targa - entries are open, so long as the vehicle meets safety standards. Vehicles are placed in a class based on performance and engine size

Popularity

Cup, GT(4), and Hillclimb are by far the most popular motorsports across the world. While Rallycross and Group C are still quite popular, Rally sports overall have dwindled in popularity since Group B was disbanded.

Vehicle Spec Restrictions

Circuit
  • GT
    – bodystyle is not restricted
    – engine placement is not restricted
    – suspension type is not restricted
    – engines must be no smaller than 3000cc (3L)
    – engine cannot make more than 400hp
    – intake/exhaust type is not restricted
    – engines must be naturally aspirated
    – must use GRLA provided semi-slick tires
    – must use steel or alloy wheels
    – must use a minimum of front disc brakes
    – must meet minimum safety standards (actual standard is dependent upon decade)
    – (POST 1986) must be equipped with anti-lock brakes
    – cannot use adaptive suspension of any kind
    – must be rear wheel drive

  • G
    – (WIP)

  • Cup (Cup racing was created in 1985)
    – engines must have 4 cylinders. (After the year 2010, engines must have 4 cylinders or less. No electric vehicles allowed)
    – engines can only have a maximum of 150hp (After the year 1995, engine power output was increased to 200hp)
    – engines cannot be larger than 2000cc (2L), or no larger than 1600cc (1.6L) if using a turbo charger or supercharger
    – must use GRLA provided 90AKI fuel
    – no race engine components
    – vehicles must be front wheel drive
    – engine placement is not restricted
    – it cannot have a coupe, crossover, or SUV bodystyle and the wheelbase must be shorter than 100 inches
    – must weight more than 2000 pounds (dry weight)
    – wheels must be no larger than 16 inches, must be of a steel or alloy material
    – must use GRLA provided semi-slick tires
    – must have standard/progressive springs, twin/mono dampers, and passive sway bar
    – front suspension type must be McPherson Strut, no restrictions on rear suspension
    – requires anti-lock brakes
    – minimum safety rating of 40
    – no active features
    – (After the year 1998, all Cup cars must be fitted with sequential transmissions)
    – cannot use electric limited slip differentials
    – brakes must be disc front (After year 1995, all brakes must be disc, calipers cannot be more than 4 piston)
    – must be based on a production car

  • GT4 (adjusted restrictions as of the year 2000)
    – bodystyle is not restricted
    – engines must have at least 5 cylinders, no more than 10
    – engines must be at least 2000cc, and must be smaller than 4000cc. Must be smaller than 3000cc if using a turbo charger or supercharger.
    – engines must use race parts
    – engines cannot make more than 450hp
    – must use sequential transmissions
    – must use GRLA provided semi-slick tires
    – wheels can be no larger than 18 inches, must be magnesium or alloy material
    – drivetrain cannot be 4x4
    – must meet minimum safety rating of 50
    – must be equipped with anti-lock brakes
    – cannot use active suspension components
    – must be based on a production car available in at least 6 countries

  • Endurance/Prototype
    – (WIP)

Rally and Point-to-Point restrictions are WIP


#11

Famous Moments in Motorsports History
Here you can check out lineups for different seasons and see the biggest moments in racing history.

Famous moments is WIP

Cup Racing Cars

Pre-90s Cup cars are WIP

1992-2005

This series of cup cars is one of the most famous. Sales of the road going production models was ridiculously high; many of them were offered in manual versions for cheap, and could easily be modified into better handling and higher performing cars.

1992 Abran Miranda Cup

The Miranda began to suffer in later years, before it was ultimately replaced in 2000, but in its earlier days was a fierce competitor. The Miranda’s main drawback was the engine. Due to limitations with the engine block, the engine could not rev very high without overstressing the connecting rods. This meant that in 1995, when the power limits changed, the Miranda was not able to make any improvements to keep up. However, to make up for this, the Miranda does make nearly 150hp and weighs just over 2000 pounds. A worthy trade-off if you ask the die hard fans.

1996 Mikuni Scarlet 9-6 Cup

The Mikuni Scarlet was a brand new model introduced in 1996, and as a hot hatch, it was obviously brought to Cup racing. With 174 hp, Mikuni was making use of the lifted power restrictions introduced a year earlier. The Scarlet weighs just 7 pounds over the minimum, a mere 6 pounds heavier than the Abran Miranda. However, the Miranda was better balanced and had more grip.

2000 Daimura Nomarui Cup

The cute production sedan turned mean cup car, the Nomarui Cup car was aggressively tuned at 189 horsepower out of its 2L boxer engine. With excellently tuned suspension and instant throttle response, the Nomarui was a fierce contender. Many Cup racing fans loved the Nomarui for its underdog-esc feel and for how cheaply production models could be had.

2001 Crown Chloe Cup

The Chloe was designed as a Cup car, and nerfed back down to a production model. The Cup spec was making 188hp out of a twin-cam 2L inline 4, one of the most powerful motors in the sport at the time. An impressively low weight that barely passed inspection and impressive amounts of grip helped make the Chloe essentially the best in its class.

2002 Concordia Exunaugh Cup

Concordia had been out of the racing scene for nearly two decades before the Exunaugh landed in Cup racing. The production model was designed to be a practical and economical hatchback for the masses, but a close friend of the Exunaugh’s lead designer sketched up a theoretical Cup version and asked the designer if it was “gonna happen.” After a few months of pestering, the Concordia race team was revived and the Exunaugh’s designer was appointed its head. Armed with a Microsoft Paint sketch, the second Exunaugh off the production line, and a limited budget; the young designer turned racing team leader turned his boring little economy car into an aggressive Cup car. The M-1.6 engine was tuned up significantly. However, due to budget constraints, the little 1.6L was not turbo charged and only made 175hp. But this was made up for with dialed in suspension and a linear powerband.

2004 Mikoto Turbo 4 Cup

The Turbo 4 was designed and built for Cup racing. The production model was just an economy tuned spec of the Cup version. With 177 turbo charged horses in a 2100 pound shell, the Turbo 4 was ready to compete. However, the Turbo 4 had an atrocious weight distribution of 61/39, which hurt handling slightly. However, the turbocharger definitely gave an advantage on the straightaways.

Post 2005 Cup cars are WIP