Since my other thread is dead and I have no idea how to delete it, here’s a thread for all of my cars that I will make.
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2012 HORIZON TRACE3 L - CUSTOM TRACKDAY BUILD
This is essentially one of my dream projects envisioned. A 2012 Mazda2/Demio with a powerplant and 6-speed manual transmission from a 2014 Ford Fiesta ST swapped in with according aero and wheel modifications.
Included with a humble FartCan brand fart-can exhaust that actually farts for good reason. This Trace’s Premier ClearDrive 1.6 liter I4 from the San Lucas Crescendo (to be made soon) is fitted with a bigger Hendrix 1660 turbocharger and supporting mods plus an ECU tune, allowing this car to make 280 horsepower and 250 lb. ft. of torque, making for the perfect crotch rocket with 4 wheels.
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1980 HORIZON TRACE GL - SHOWROOM STOCK
Made for the “Bottom Barrel Bargains” challenge
This is the first generation of the Horizon Trace. Originally this car was made for the challenge alone, but I have now folded it into the Horizon lore as the precursor and smaller little brother to the Horizon Aspire. This was mostly based off of the 1980 Hyundai Pony from the front, with the rear being loosely based off of a 1980 Suzuki Alto. The Alto also had some influence on the side profile, but it is a bit more original with a in-set side molding serving as a design cue for many Horizon models, with the make and model being displayed near the very front of the door.
It is powered by a dinky little 1.1 liter four-cylinder, with an optional 1.3 that isn’t nearly as puny. The 1.3 is also optional on the GLE (not yet made) and is standard on the GT (not yet made either). The L and GL come standard with 4-speed manual transmissions while the GLE comes standard with a 3-speed automatic transmisson (optional on GL), with a specially-geared 5-speed derived from the GT being the only other transmission option avaliable for the GLE. The GLE’s 5-speed is tuned for economy-oriented driving. The GT’s 5-speed has shorter gears for more spirited driving and a better launch off-the-line, although it won’t help much, obviously.
- Little easter egg with the Horizon deer badge next to the fuel filler cap
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1969 CABRILLO RIOJA DELUXE-SPORT
Made for QFC79 - Summer of '69
Even the boss-lady wants some. The Cabrillo Rioja is Cabrillo’s entry into the American sport car market that itches both parts of your back; the desires for a luxurious yet speedy 2+2.
The Cabrillo Rioja Deluxe-Sport is a car that will certainly make anybody’s neck hairs stand up as you drive by. With the 409 cubic-inch Navegante V8 engine delivering 250 horsepower and 379 lb. ft. of torque to the radial tires sourced from Spain, the Rioja Deluxe-Sport is sure to turn heads when you smoke your coworker’s Camaro and your boss’s Mustang. And with four flashy colors to choose from in the Fiesta Palette exclusive to the Rioja Deluxe-Sport, you can show off your colorful personality to the passerby’s.
- Selection of Rojo Tinto, Azul Costa, Naranja Valencia and Amarillo Azafran
But there’s more to the Deluxe-Sport than just pure muscle. With an optional Planeo-Mático 3-speed automatic transmission and standard Giro-Doble limited-slip differential, power is always on the ground and at just the press of a foot.
And with a luxurious interior sporting power windows, a revolutionary 8-track player, AM/FM compatability, air conditioning and Paso-Matener cruise-control technology all standard with the Deluxe-Sport all at only $2,615, there is a good reason why people choose Cabrillo.
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1998 CHRISTOFFERSEN MS 350 STERK
Made for CSR 172 - Personal Shopper
The official Christoffersen advert was scrapped for this vehicle, however I do have some photos that I was gonna use that I will include below, plus a draft of what I really wanted to make into a SAAB-inspired ad but I ended up not following through with it.
The 1996 to 2003 Christoffersen MS-Series is the midsize sedan offering from Christoffersen. This example in Dyp Granskog currently sits in the Norwegian Auto Museum in Oslo, Norway. This car was rather infamous for terrible reliability issues regarding the build quality of interior and suspension pieces. Although they were of premium quality, they would typically break after 2 to 3 years of use, costing the company billions in repair costs.
The MS-Series came in three models; the MS 250, MS 350 and MS 350 Sterk. The car pictured is the MS 350 Sterk.
The MS 350 Sterk came with an upgraded version of the NA 3.5 liter straight-six seen in the MS 350, with a turbocharger and mild sports tune, allowing the Sterk to put out 280 horsepower and 325 lb. ft. of torque. With a limited-slip rear differential and grippier tires, the Sterk is able to put down a 0 to 60 time of 6.5 seconds, with a quarter mile time of 14.8 seconds.
The MS-350 Sterk was priced at $31,800 (adjusted to 2016 value of the U.S. Dollar) when it debuted in 1997. No price change was recorded throughout its run.
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Talk about announcing your presence in the car design subforum (which is where this thread belongs) - you’ve shown four cars on this thread so far, but three of them are challenge submissions, and all of them are very convincing according to first impressions.
Did I not put this in the car design forum? I guess not but too late… but thank you for the compliments!! I usually never posted on the forums, just lurking and these recent challenges have been my bread and butter so yeah.
Thanks again for saying these are convincing builds, it means a lottttt :)))))
I found out how to change where my thread is located, so now it’s in the right place. Good stuff amirite?
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You nailed the reassignment of your thread first time. Great job!
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1999 VAPID BOBCAT XL 3.0 V6
Replica of the Bobcat from Grand Theft Auto 3
I actually had a great deal of fun making this truck. The proportions of the original GTA 3 Bobcat (seen in the drop-down below) were super weird to replicate with the Permafrost single-cab truck body, but I ended up prevailing. This was a really nice detour from what cars I usually do in Automation.
The Bobcat XL was the single-cab variant of the Vapid Bobcat, with the XLT being the extended cab offering. Crew cab options were not avaliable on the Bobcat and was instead relegated to the Sadler. The Bobcat, however, still remained a strong seller until the truck and SUV craze began to allow the Sadler to overtake the Bobcat in sales, resulting in the discontinuation of the Bobcat in 2011 in favor of the Sadler.
“Why invest in a sensible crossover when you can pilot a rolling brick of melted and cracked plastic misery that makes you want to end it all? The Bobcat combines the aerodynamics of your old fridge with a ride height high enough to angrily drive over a median when a red light takes too long, making it the preferred choice for anyone whose driving style is best described as ‘aggressive urban renewal’.”
The 1999 Bobcat XL came with a 3-liter V6 engine as seen in other Vapid models, making 148 horsepower and 208 lb. ft. of torque. With optional 4-wheel drive and locking differentials, the Bobcat XL (with 2WD enabled and rear diff locked for grip) is able to put down a 0 to 60 time of 8 seconds and finish the quarter mile in 15.7 seconds.
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1969 PREMIER SARTHE S420 neo - ROAD PRODUCTION CONCEPT
(please listen to the start it fits the car SO well)
Premier’s entry into Le-Mans 1969, 1970 and 1971
In 1968, Premier engineers had one question; “how do we humiliate Ferrari?” This car is the answer. Named for the Circuit de la Sarthe in France, the same country where Le-Man is held, the Sarthe wasn’t conceived as a product, but rather an answer. An answer from the engineers of Premier’s Advanced Engineering Division that went along the lines of:
“Hey, uhhh, Michael..!” aggressive snorting "AAUUUGHHH yeah. That’s the GOOOOD stuff right there.
“Yeah, Sammy?”
“So… what if- wha- whatifwe- shit… What… If… we built a car… that could absolutely SHIT on Le-Mans racers?”
“Okay, Sam. That’s just crazy. We wouldn’t be able to-”
even more snorting, with more Sugar everywhere “RRRHHHHGGG shut the FUCK up, we are doing it goddamnit.”
In the middle of the Sarthe, a 60-degree banked 4.3 liter all-aluminum V8 engine sat proudly. This engine was designed as a message saying, “Yeah, we CAN make a V12 or V10, but we’ll just cut off four cylinders off of a V12 and still beat you.” The heads included a single overhead camshaft per bank rather than going for the classic pushrod style V8 engines that America prided themselves on.
In testing, the Sarthe was confirmed to reach a horsepower number of 401.8 and a torque number of 282.2 ft. lbs. Aerodynamic development, aided by wind-tunnel access provided by the aerospace division of Premier, rarely afforded to automotive engineers of the era, allowed engineers to find the vehicle produced a drag coefficient of 0.334 and an estimated top speed approaching 200 mph.
The Sarthe never reached series production and was never offered for sale. It was, however, entered at Le Mans, where it delivered a string of results few inside or outside Premier had thought possible, and put the marque’s name into the history of the race you could argue it wasn’t even named for.
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2011 PREMIER CASSIOPEIA ADAGIO with iAWD
A flagship sedan with a burning heart inside its engine bay.
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The 2009-2011 Premier Cassiopeia is the fourth generation of Premier’s most luxurious option yet. With Premier’s Adaptive Suspension Technology that stiffen up your suspension or loosen it for any drive at the turn of a knob and Premier’s Intelligent All-Wheel Drive System ensures grip in the snow of NYC or the slipperiness of a wet road by sending grip to any wheel as needed, the Cassiopeia is Premier’s best yet in automotive technology and luxury, all in one package.
The Adagio trim of the Cassiopeia is the sport-inspired trim of the Cassiopeia. With a strong engine, improvements made to the Adaptive Suspension Technology just for the Adagio and Intelligent All-Wheel Drive as standard, the Adagio maintains grip and handling at tight corners without breaking a sweat, and handles a wet road like a champion with Intelligent All-Wheel Drive.
Sporting Premier’s ClearDrive technology, the otherwise strong V6 that would have put a gunshot through your wallet now doesn’t even touch it, with best-in-class 24.5 MPG*. Furthermore, emissions technology has improved drastically with the inclusion of ClearDrive as standard across all Premier makes and models as of 2008. And even while you pass emissions without a hitch and make best-in-class fuel economy, the engine is still just as, if not more powerful as the previous Cassiopeia models.
Furthermore, all Cassiopeia models come standard with Premier’s all-new SynchroShift dual-clutch transmissions previously seen only in sports cars. The SynchroShift allows for lightning fast shifts at the blink of an eye, whilst being as smooth as a good wine.
And for those who desire unrivaled smoothness and power above all, Premier’s all-new, dual-overhead cam, 32 valve, 4.7 liter V8 engine with ClearDrive technology is optional for all Cassiopeia models. The ClearDrive V8 engine makes strong power, puts it down smoothly and is still as quiet as a mouse, even on the freeway with more punch if you so desire.
With a strong torque curve and power numbers paired with ClearDrive, instead of the dreadful 18 MPG the previous Cassiopeia got with the outgoing V6, the V8 gets 21 MPG* combined and still passes WES 11 emissions standards with flying colors.
*Against closest competitors. Tested in closed facility with all cars in ECO mode or adjacent on 100 mile long mixed city-highway simulations.
Standard with the Adagio is the Cassiopeia Heavy-Duty Braking Package, featuring Talon-designed vented, 4-piston brakes on all four wheels, allowing the Adagio to stop on a dime over and over without brake fade. And to be able to grip the road, TYRELLI P5100 tires are fitted onto the Adagio’s stylish gunmetal-finished multi-spoke rims, allowing for grip on a hard corner and when avoiding roadkill.
In a segment often defined by clinical engineering and stiff ride characteristics, the 2011 Premier Cassiopeia Adagio AWD stands as the testament to what a flagship luxury sedan should be. It does not trade away traditional plush comfort for sports-car agility. Instead, it blends both into a singular, effortless experience.
Where European rivals force drivers to navigate complex menu screens just to adjust driving dynamics or contend with firm, unforgiving ride setups on city pavement, the Adagio keeps the driver connected directly to the road. Its Adaptive Suspension Technology seamlessly balances smooth float with planted high-speed cornering composure, while the Intelligent All-Wheel Drive transfers power invisibly without the abrupt torque cuts typical of competing electronic systems.
Inside, the Adagio retains Premier’s signature handcrafted wood veneers, whisper-quiet sound insulation, and beautiful leather upholstery. When you press the accelerator, there is no harsh mechanical roar—only an immediate, linear surge of twin-turbo torque that pulls you back into your seat while maintaining absolute cabin serenity.
Elegance in response, power on demand.
Premier Automotive Corporation
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2023 HORIZON ASPIRE GT and 2024 HORIZON ASPIRE RS
GT in Orange Pop, RS in Pollen Yellow
These two vehicles are based off of an existing multi-car platform I made for Horizon/Premier that has been effectively marinating for about 6 months now. I made these two ducklings fairly recently but I am extremely proud of them. Also expect a 2028 Premier model to be based off of the Aspire platform… I am really liking how it’s turning out so far so stay tuned!! :)))
Existing Aspire lineup
Aspire SX in Slate Gray
Aspire LX in Cacti Green (w/ optional spoiler)
Aspire LX-S in Blood Red (Sport Appearance Package upbadges the LX to the LX-S)
Aspire Sport in Nocturne Blue
2023 Horizon Aspire GT in Orange Pop
Following the sales success of the Aspire Sport, Horizon begun the development of the Aspire GT for the 2023 model year. With the growing popularity of high-performance compact vehicles, most notably the Civic Type R, Golf R/GTI, Elantra N, Horizon saw an opportunity to expand the Aspire lineup beyond what it originally outlined, and finally reentered the performance subcompact market after standing by for 15 years.
The Aspire GT released for sale in mid 2023. The GT maintained the Sport’s looks, and so did the RS. The majority of the work was done under the covering of the exterior bodywork.
2023 Aspire GT with 2006 Aspire GT
The Aspire GT utilizes the same 1.6 liter inline 4 cylinder engine found in the rest of the Aspire lineup. With upgraded internals, a substantially larger turbocharger, and engineering assistance from Horizon’s parent company, Premier, the engine produces 300 horsepower and 222 lb-ft of torque, with a very high redline of 8,800 RPM. Much of the knowledge behind the engine’s high-revving nature had come from Premier’s motorcycle division, which had considerable experience developing small-displacement, high-performance engines.
The power is delivered to all four wheels with a rear-wheel bias in the all-wheel drive system. This all-wheel drive system was adapted from the Premier Polaris wagon/estate (2019-2025) then tuned and downsized appropriately for use in the Aspire platform.
The GT was offered with either a seven-speed dual-clutch transmission or a sport-tuned six speed manual transmission. This makes the Aspire GT capable of accelerating from 0 to 60 MPH in just 4.0 seconds under optimal conditions.
2024 Horizon Aspire RS in Pollen Yellow
The RS, however, was a limited-production engineering showcase. Unlike the GT, the RS received the 2.5-liter SportTec turbocharged inline-five, developed with heavy assistance from Premier’s engineering teams and divisions. The 2.5 liter engine produced a ludicrous 437 horsepower and 347 lb. ft. of torque, with an insanely high 9,600 RPM rev limit.
Development costs inevitably (and also predictably ofc) became extraordinarily high, with Premier providing substantial financial and engineering support. What began as an ambitious performance-engine program eventually became something of a passion project among engineers from both companies, many of whom were eager to participate in the development of such an interesting basket case of an engine.
The RS’s all-wheel drive system was also completely new, with Premier’s experimental eAWD system (later used in the Premier Corona Crescendo) being used in the RS. The system at its infancy was of course problematic. However, the inclusion of electric motors alongside the powerful inline 5 engine propelled the Aspire RS from 0 to 60 in an extremely impressive 3.3 seconds, which placed it comfortably above many performance subcompacts being sold in 2024.
An Aspire RS parked in an alley. Picture taken July 2025
Despite substantial performance upgrades, Horizon deliberately retained much of the exterior styling from the Aspire Sport and GT. The RS was intended to be fairly understated in comparison with its mechanical capabilities rather than relying on an entirely new body design to distinguish itself.
Production of the Aspire RS was limited to just 10,000 units from 2024 to 2027, with ~3,000 being built every year. The SportTec I5, however, would see future use slightly detuned as the default engine in the 2026-present Summit GT.
The Aspire RS was listed from 2024 to 2027 at $59,995, keeping the RS at just below $60,000 whilst all of the essential equipment (such as a respectable interior, track-spec brakes, track-spec suspension and AWD) is standard, although the Track Package (semi-slicks, tow hooks, heat shields and other equipment needed to pass most track inspections whilst technically stock) was a very popular upgrade.
The GT and RS came with either a 6-speed manual or 7-speed DCT. The GT came standard with a 6-speed whilst the RS came with the DCT standard on-paper, even though half and half of the RS had the DCT or manual.
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Quite fond of that yellow one
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Not a duffer in the range - every trim gives customers something to, erm, aspire to, even in its most basic form. But the GT and RS are the kind of compact halo cars the world needs right now, and both of them do their job as well as I’d expected.
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Thanks very much, and I do agree with the compact halo car comment as well… we really need that right about now
2010 PREMIER ALDRIN RHAPSODY
Premier’s first entry into the minivan market.
This was interesting to make. I deviated from what I usually make, which are almost always sedans with the occasional older car thrown in the mix. But, here I am with a totally-not-a-Chrysler minivan! This van platform was awesome to make and it’s always nice to do something different when you get bored from Automation. Hope you guys like it :))
Aldrin lineup
Aldrin Encore in Sandy Mica
Aldrin Prelude in Pewter Silver
Aldrin Rhapsody in Hunter Green
Aldrin Crescendo in Ice Blue
(god i love high rtx settings it makes my photos look amazing but also like hot shit at the same time)
After seeing the continuous sales successes of minivans, and despire the now decaying market, Premier, in 2004, decided to engineer a new minivan for the 2009 model year, dubbed the Aldrin.
Despite shrinking minivan sales overall, mainly due to the soccer-mom viewing of such a category of vehicle, Premier decided to bite the bullet and release the van anyways. The Aldrin and its four trim levels were released for sales in October of 2009 as a 2010 model year, bringing the new “Level Flight” design language with it as well.
Critics mainly focused on the “squinting eyes” look of the Aldrin and “heavy chrominess in the rear”, and for good reason. The chromed-out rear was fairly controversial, but it did make the Aldrin very recognizable from a distance.
“A Family Photo of the New Aldrin”, from Automation Monthly. Dated December 3rd, 2009
Every Aldrin came with the 3.4 liter Premier Compass series of V6 engines, found in the Columbus mid-size truck. The Aldrin got slightly beefier internals and a marginal power increase from the Columbus’s variant of the same engine. The Aldrin Encore’s 3.4 got around 285 horsepower and 290 lb. ft. of torque, and the Aldrin Crescendo’s 3.4 got 310 horsepower and 290 lb. ft. of torque.
Power is delivered by an open or limited-slip front differential depending on which trim you got. Every trim however had an optional helical AWD system built for traversing snow and dirt. AWD models were typically sold in northern states of the USA or in Canada, with most FWD models typically being sold in southern states of the USA or in Mexico.
Independent testing of 0-60 times of the Aldrin Crescendo (FWD) recorded an impressive 6.8 second 0-60 time under adverse conditions. Other testers on YouTube on closed courses were able to record 6.5 second 0-60 times under good conditions, and the AWD models according to other YouTubers are able to get a time of 6 seconds or below.
(high rtx is really making me wanna go insane WHY ARE THE TAILS CLEAR)
The Aldrin Rhapsody came with an all-new infotainment system from Premier and a 8-speaker sound system from JBL and 2nd-row captains chairs with a fold-out footrest for long trips. Seating surfaces avaliable were a leatherette seating surface, which was most popular, or a premium cloth seating surface, which is particularly rare across all 1st-generation Aldrins built from 2009 to 2014. A flat-folding 60/40 split third row bench was also standard across all Aldrins, with ample legroom, even for an adult to sit in the back and still be comfortable.
(STILL ALTEZZA TAILS WHYYYY AUTOMATION AAAHHHH)
The rear-end design of the Aldrin was certainly the most controversial choice of the vehicle, even today. Automotive magazines and reviewers, most notably Top Gear, note that the rear design of the Aldrin created something of a love-hate relationship with the car as a whole.
“The front looks like a man squinting at the newspaper, and the back looks like he’s folded it up and stuffed it into his shirt pocket.”
Jeremy Clarkson
“Oh, come on! Would you rather have this or another dreary Renault Espace? At least this looks like somebody actually cared about designing it!”
Richard Hammond in response to Clarkson’s remark about the rear
“Well, it’s not necessarily ugly. It’s just that there are about three different design ideas happening at once, and none of them seems particularly interested in what the others are doing.”
James May
These remarks and quotes are all fictional!!! NOT real sadly!!!
Head-on shot of the front-end of the Aldrin Rhapsody test car. Top Gear, dated December 7th, 2009
The Aldrin started at $27,770. It did have many similar features inside to its competition, mainly the Chrysler Town & Country, but the safety features were what stole the show. Due to Premier’s emphasis on safety, akin to Volvo and SAAB (more close to SAAB due to aerospace history), the Aldrin got a remarkably good 5/5 star rating on NHTSA’s website, which gave Premier a good boost in sales until later on in 2012 as sales started to die down, prompting a mid-cycle refresh the same year and then a new 2nd generation in 2015 which was a bit less polarizing.
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Also if you guys have any recommendations for me to learn how to the HTML5 and C++ coding for my car pages then please send it to me please!!!
2028 PREMIER CORONA CRESCENDO
The sporty but moody version of the Corona Encore.
Here’s the 2028 Premier I promised… this was once again fairly fun to make. I always love exploring new designs for cars I make :)) This is a bit sportier obviously with a moody atmosphere courtesy of ZZ-Top’s Rough Boy from their Afterburner album… which I think people who love synth + guitar should give a listen. It’s super good!! And it’s also coupe only in this trim meanwhile the Encore is sedan or coupe. I think that this is super freaking cool and looks insanely plausible for a near-future type car! Enjoy!!!
In 2028, Premier introduced the Continuum design language with this car, the Premier Corona. This car and its design language had been in design limbo since 2019, although it picked back up in 2024 as Premier started to really look at the Corona as its next generation, consumer-base car. This car was released to the public in Q4 of 2027. Critics enjoyed the new styling of the Premiers and the large leaps forward in technology featured in the Corona, specifically the Crescendo.
All Coronas come with a longitudinally-mounted ProTec 1.6 liter I4 supplemented by a hybrid battery, or an all-electric version comes with two electric motors up front, with a tri-motor or quad-motor setup optional. The Crescendo was hybrid-only, however it has a dual-motor eAWD setup, with the front and rear differentials being supported by one electric motor per differential, pushing the power from a measly 195 to 285 paired with a great launch and consistent torque range. The Corona was also on sale worldwide, being sold in Asia, the Middle East, Europe and both Americas respectively.
Performance times are fairly great as well, with the 0-60 of the Crescendo being 4.6 seconds compared to the Encore’s 8 second 0-60 and 7.4 second 0-60 (Dual-Motor EV) time with the Corona EV.
The interior of the Corona Crescendo did not stray far from Premier’s typical interior philosophy, with physical buttons and a physical gauge cluster, now with large info displays in the middle. The gauges are appointed nicely with glossy materials making the gauges look more upscale while the screen does more of the lifting. The Crescendo’s coupe body style still retains ample room for rear passengers, although it is made a little harder to get back due to the two doors. Legroom is average overall, but surprisingly good for a compact to mid-size arrangement.
Safety ratings were rather high of course, with a 5/5 NHTSA crash test rating across the board. Sales would remain relatively strong despite the Corona being a sedan/coupe and not a crossover or large SUV. Public opinions of car sizes did shift a little bit towards sedans and compact cars as a whole however after the EPA’s changes on classifications of a Light Truck and as car companies transitioned to smaller offerings. Sales remained strong from 2028 to 2035 and the Corona recieved a new generation in 2036.
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