fixed
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Was there ever a deadline set for the 80s or am I blind?
1988 HAMFA 3200 GTE
Still the best way to drive from Gernau to Karlstad am Strand!
Yes, even in 1988 you can cruise the Hetvesian high ways or above else the long spectacular coastal road in style and comfort and with power and speed on tap when needed or wanted.
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ALL_Gr1tty_CoviD_92__MM__-_LOBO.car (51.5 KB)
The 1992 Lobo carries forward the spirit of the 1969 version, refining its performance while maintaining the raw, aggressive soul that made it iconic. Powered by a 4.7L high-revving V8, the Lobo now delivers 344.2 horsepower at 6500 RPM and a 0-60 time of 5.0 seconds, with a top speed of 155 mph. The mid-engine layout remains the backbone of its performance, ensuring precision handling and a perfect weight balance.
While the Lobo’s pop-up headlights and tail lights are modernized, they retain the unmistakable aesthetic of the original. The most notable feature—its signature twin exhaust tailpipes—remain identical on both generations, reinforcing the continuity of the Lobo’s fierce personality. The 1992 model further enhances the driving experience with a 6-speed manual gearbox, improved suspension, and a multi-point EFI fuel system. It’s a car built for those who crave speed, performance, and the thrill of the drive, with a legacy that’s unmistakable and unstoppable.
8 Likes
Ah damn!
Classic Heritage, Modern Styling. The 1988 Maunderer GT 4.5
I know I already posted these pics, I’m just not feeling like downgrading to Ellisbury again
Having an ever shrinking budget since the release of the Maunderer 20 years ago, [REDACTED] had been forced to reuse the now antique all alloy engine block for the latest GT coupe iteration. Even with the addition of fuel injection and punching the block out by over a litre in capacity, it’s obvious that the engine’s longevity is coming to an end due to the times of tightening fuel and environmental concerns.
1 Like
For the techpool thing, can we set them all to +7?
Ten years had past and the '69 “750 LSi” was getting old.
Even after some revisions throughout it’s lifespan,
it was time for it to retire and craft a good follow-up!
The second car in line had a high standard to uphold.
They went all in on this project so everything was on the line.
BillySport Motors kept the same basics; light weight, nimble and high revving.
In 1979 we were introduced to the “BILLYSPORT 780 LSi”
With the designers focusing on body and chassis,
they planned for a model that was ahead of it’s time.
A risky futuristic design choice was made with this car.
The original style of trim features were kept as much as possible
with a (as we now know) timeless modern touch.
After investing into steel presses, an upgrade from spaceframe to
monocoque could be realized to save weight, and gain safety.
BillySport Motors also engineered a new engine to keep up
with the emissions regulations.
A 1999cc NA DOHC24 V6 with aluminium heads revving up to 7500rpm
and putting out 170hp and 197Nm of torque to the rear tires as a result.
This time moving the engine to mid longitudinal to get a better weight distribution.
The outdated clutched LSD got replaced for a modern Helical differential.
Weighing in at only 780kg this resulted in an agile track conquering machine
with a 0-100km/h in a blistering 4.8 seconds and a topspeed of 250km/h.
(This project had to succeed because it nearly bankrupted the company!)
BillySport Motors had made quite the name for itself over the years with the 750LSi and as hoped the public lined up to get theire hands on
this new quick 'n quirky sports vehicle.
2 Likes
I haven’t limited that, and it wont count towards the points anyway. It’s mainly the decisions made on engineering side
1 Like
Hexe Magdalena Mark III
The year 1985 marked the release of the third generation of the Magdalena. It retained the fiberglass body over a steel monocoque and the 1.6L engine but introduced a turbocharger for the first time. The turbo upgrade, necessary to meet updated emission regulations (the car now complies with WES 11), also boosted the engine’s performance. The reliable engine now produces 157 kW and generates just over 280 Nm of torque.
Designed to run on low-octane fuel, the car helps owners save on fuel costs without sacrificing performance. Weighing only 840 kg, the Magdalena Mark III accelerates from 0 to 100 km/h in under 7 seconds and reaches a top speed just shy of 275 km/h.
2 Likes
Does the year range refer to just the model year, only the trim year, or both? Especially since I have multiple possibilities for a submission in this round.
trim year
Also, do you guys a want a week extension?
I am finishing mine up, might be ready tomorrow. Sorry, irl stuff has taken my focus lately.
That would be amazing
did you get my submission ?
sure why not
1992 AMS Antares 5.0 V8 GTS
Adapted from my TMCC38 entry with minor visual and techpool adjustments for compliance with the ALL ruleset.
The previous Antares had been introduced in 1974, and in Federalized trim launched with just 200 bhp - a sizable decrease from its predecessor, but a necessary evil to accommodate the use of unleaded fuel, which made the fitment of catalytic converters possible. Although the introduction of electronic fuel injection in 1982 gave it a new lease of life, it was clear that a complete redesign was necessary to keep the model competitive into the 1990s and beyond. The new car debuted in 1990 and instantly became as much of a hit with the motoring press as it was with buyers - the entire production run for the first two years sold out within a matter of weeks.
Boasting an all-new, quad-cam, all-alloy 32-valve V8 with variable intake and exhaust valve timing, the Antares’ new and larger platform still had a galvanized steel chassis, but in a first for the model line, it now had an aluminum hood, doors, and trunk lid to minimize weight gain. Curvaceous styling with flush-fitting elliptical headlight clusters (in place of retractable units, which had to be discarded on safety grounds) made it stand out from the crowd even more, but the central hood bulge flanked by two functional vents remained, as did the auxiliary vents on the front fenders - and these features helped link it aesthetically to the previous two generations.
With a multilink rear suspension to go with its dual-wishbone front end, along with large vented disc brakes and staggered low-profile, high-performance tires, the new Antares was a far more serious proposition than before. An aerodynamically sculpted floor, combined with subtle front and rear spoilers, provided additional stability at higher speeds. Initially available in one trim level (GT), a GTS package was added in 1992, bringing individual throttle bodies and tubular headers; combined with a more aggressive cam profile, this bumped the output to 400 bhp - a heady amount for the era. Now, more than ever, it was as much of a fast and agile sports car as it was a comfortable and luxurious grand tourer, especially with uprated brakes and suspension, along with wider wheels and tires to harness the increased output.
The interior was far more modern than that of its predecessor, with higher-quality materials and an advanced stereo sound system with a cassette tape deck and CD player, the latter of which had an in-dash 6-disc stack. In addition, dual front airbags came as standard, as did traction control and anti-lock brakes, thus yielding a quantum leap forward in safety. Even so, all this extra tech pushed its price upwards to $50k AMU in GTS guise. Despite this, it still sold well during its lifespan, and if anything, was even more profitable than its predecessor due to AMS targeting the more lucrative higher end of the sports car market, where the per-car profit margins were even higher.
Above: Cover shot from July 1992 issue of Exhaust Notes magazine showing a group test between an AMS Antares 5.0 V8 GTS and an MM Lobo. (Special thanks to @Gr1tty_CoviD for providing a download link for the Lobo.)
As this generation of Antares reached the end of its lifespan in the early 2000s, one question remained: What would come next?
5 Likes