There’s always room for another Kei car in the world. 
3 Likes
From: media@dr.aco
To: cars@bi.rb
Subject: Media Enquiry
Hi hi, saw your enquiry looking for cars to add to your game. We have a handful to add, I’ll pass you over to our licensing department. They should get back to you in a few days. In the meantime, I have included a press kit for a potential ‘starter’ car - our 65 Outrider, the 510 CID one.
Thanks for your enquiry,
Shane Maug
Ah, the classic convertible muscle car - a real tradition. There’s perhaps nothing more insane and American than the 510 Special version of the Outrider. A massive, brawny V8 putting out 335 horses, weighing in at 865 pounds and breathing through two massive carbs, this is a timeless classic. It was produced with three gearboxes - a lazy automatic, a clamoured-over 4-speed, and the rare “track-spec” 5-speed. The engine was actually too powerful for the tyres of the time, leading to all but the track-spec having short gearing systems installed to limit top speed to 153 mph, otherwise the tyres would fail. Power went exclusively to the rear, making a lively car which would oversteer and spin its wheels with glee - but an 0-60 time of 6.3 seconds is more than impressive for the time.
The car came most often in convertible form, the soft top coming off easily to allow all five passengers to feel the wind in their hair and enjoy the world around them, with a luxury interior and plenty of amenities keeping it enjoyable even when the weather wasn’t. It became Draco’s flagship, right until the oil crisis…
From: er@licensing.dr.aco
To: cars@bi.rb
Subject: Car Licensing
Hey, this is just Erik with licensing here at Draco, figured we could start out by hammering some stuff down with you. Obviously, a 65 is a bit hard to get modern stuff on, but we still have enough documents for a rough package. One of our PMs has a restored Draco you can use for sound and stuff, and we know of a couple of modded ones for that side of things. I’ve seen some of these do north of 700 on the dyno, on pump gas with the original head and valves. Seriously, I’m talking a 10 second quarter, top speed above 270 and hitting 60 in 3.2, definitely some upgrade options. Let me know if you wanna follow up on that side of things, get some contracts, add extra cars, whatever.
7 Likes
2016 DAvB Sylph RX-S Clubsport
Deutsche Autos von Berlin PR Speak
The Seventh Generation Sylph Hatchback was released in 2016. To mark this occasion, and the 50th anniversary of the Sylph name plate, DAvB have released a special version of the RX-S trim, the Clubsport. This spec ups the engine power by 20kw, and adjusts the gearbox shifting speed for more responsive shifts. The top speed is a limited 244km/h, however it reaches 100km/h in 5.59 seconds, almost 0.4s faster than the normal RX-S. The suspension has been given a sporty, yet still comfortable, retune, as well as a 5
safety rating, as is standard on every DAvB model. All of this can be yours for MSRP$38,000
9 Likes
2020 Allion EX5 2.0Ti AWD
Alternate title: Droid’s stupid attempt to get instabinned in a challenge
The original Allion EX5 compact crossover was launched in 2017 as the second model of the Chinese-based automaker, which had just been founded in 2014 by Hessenburg AG and its Chinese partners. The original version included 1.5 and 1.8 liter turbo fours, and when the facelift launched in 2020 the firm added a 2.0 liter turbo model as the new range-topping option, replacing the outgoing 1.8.
Shown here is the face-lifted AWD model (which have been launched in 2019) with the top-of-the-line 2.0 turbo.
Specs:
Advanced High Strength Steel monocoque chassis
2.0 liter turbo inline-4 with DI
8-speed Allion Vmatic gearbox (advanced auto)
Allion Smart4 AWD system
199hp @ 5900rpm
292Nm @ 3700rpm
8.6 seconds from 0 to 100 km/h
243 km/h top speed
9 Likes
1998 Munot Meteor 55LS Sportvariant KV
Lore
The 55 marks the 5th generation of Munot’s Meteor line of sports compacts, having been introduced in MY1996. It was a deep evolution of the 4th generation model that had sold well among yuppies worldwide, retaining it’s sporty yet universal nature with an up-to-date aerodynamic body and modernized styling, with this marking the last project directed by Dr. Marti. For the first time in the Meteor, aluminum alloys were significantly used in the body to reduce weight and improve corrosion resistance, and an all-new 5-link suspension platform - shared with it’s bigger brother the Helvetia and the Millennium - was introduced to improve handling and comfort. Additionally, the Meteor saw it’s body styles evolve into the final forms seen today, with the fastback sedan becoming a 5-door liftback, and the introduction of a sporty estate body. Termed the “Sportvariant”, this was a gamble in targeting customers with what was basically a slightly more versatile sports sedan, instead of the boring practicality of most wagons currently available.
At the center of the new Meteor was also a new generation of Munot’s Zweicam engines, the Zweicam-NEA (New Engine Architecture/Neue Engine-Architektur), which saw two new key technologies. First was the development of a new block and header alloy, which was easier and cheaper to mass produce than the aluminum blocks of previous generation Zweicam engines, without sacrificing its low mass. Second was the use of a new 5 valve per cylinder architecture - first introduced on some performance engines in 1991 - which was designed to improve airflow as much as possible. On the Meteor, this came in 2.4/2.5L NA and 2.3 turbocharged variations, connected to a standard 6-speed manual gearbox and with an open differential - though the 5-speed Velotronic manumatic and LSDs were available as options. The 3-mode adaptive suspension was further refined, with a 4th mode added on cars with the Velotronic transmission, that allowed the car to be shifted manually.
Inside, the driver would be immediately greeted with the aggressive, ergonomic, driver-focused fighter jet inspired cockpit that was a defining feature of Munot cars, modernized and updated for the times. Next to the analog gauge cluster was the digital Auto Information Computer (AIC) updated from the previous generation plus a digital clock, as a high tech yet more reliable alternative to a full digital dash. Cars equipped with the Velotronic received two shifter buttons on the steering wheel. Eight-way powered leather seats - softly bolstered for ergonomic support - with manual lumbar support and 4-position memory were present up front, and the rear bench seats were also made of leather and designed to be highly comfortable. The center console had automatic two-zone climate control - which included a pair of ducts for the rear - on a digital display, a digital message center for alerts from the car’s computer, and a high quality cassette stereo tied to an 8-speaker system. With the interior package, a sunroof, CD player, high quality 10-speaker sound system, heated front seats, and split-foldable rear seats were available. An anti-theft system and cruise control was present on all trim levels.
Safety-wise, all models had dual airbags as standard, and Munot’s Omnidirectional Impact System, which consisted of strategically placed energy absorbing materials, a reinforced B-pillar, and a reinforced center console. All of this was designed to prevent as much energy as possible from an impact, from reaching the passengers.
The 5th generation Munot had 6 trim levels; the basic A; the K with a more powerful engine, and the interior package of sunroof, two-tone upholstery, upgraded sound system, and CD player; the R with 16 inch tires and an even more powerful engine but lacking the interior package as standard; the LS with an even more powerful engine, 5-speed Velotronic manumatic, more aggressive final drive ratio, aerodynamic body package, interior comfort package, 17 inch wheels, and the viscous LSD as standard; and the AWD Turbo and Turbo Super for high performance driving. Compared to the less sportier trims, the 55LS and Turbo/Turbo Super models also featured an oil temperature meter, stopwatch, and a voltmeter.
The 55LS Sportvariant here is shown in the model with the Kvadrat AWD system, hence the KV badge; this was basically a direct competitor to the AMG C36, as a NA performance model that could go fast, but wasn’t as expensive or as touchy as the turbocharged Meteors. Unlike the baseline 55LS, which came with the Velotronic, the LS KV came with a 6-speed manual transmission as standard, as getting an automatic transmission to work the AWD system required extra (costly) mechanisms. To compensate for the added weight of the Kvadrat drive, a more powerful 2.5L engine was used generating 212 PS. Only a few options existed for it - the 5-speed Veltronic, and the active sensing suspension from the Helvetia to replace the Meteor’s standard 3-mode adaptive suspension. As a Sportvariant, the suspension was tuned specifically to increase load capacity over the basic model. The 1998 model also saw the addition of an electronic stability system, to significantly improve the car’s handling.
8 Likes
1998 Sinistra Serenade STGE 2.0L
While almost certainly not a car that ever made it onto bedroom walls as a poster, the Sinistra Serenade was an important car in the general lineup. A relatively comfortable midsize with options to go semi-luxury, or stripped back to an economy-car worthy penalty box for fuel efficiency, the Serenade ran from 1995 to 2002 with only a few visual updates along the way. (Link contains lore from an older version of the game.)
While there were many engine options, there were a few notable stand-outs. The 1998 GE and STGE trims (General Equipment and Streamlined, General Equipment respectively) both came standard with the 155 horsepower 2-liter boxer 4, with an optional 3-liter boxer 6. A lower trim (the ST 2.0, Standard Trim, or the “base model”) offered a detuned 2 liter boxer 4 set up for higher fuel efficiency. The GT 2.0TT trim packed a pair of turbochargers onto the engine, boosting the 2-liter boxer 4 engine up to 200+ horsepower, and was easily recognizable by the ram air scoops above the grille.
However, for the people looking for a cheap car on a tight budget, Sinistra offered one trim that was lower than the base model. The LC 2.0 (Low Cost) offered the 2.0L I3 as a cheaper engine option, with no SinCam (VVL+VVT on SOHC-4) technology. The LC 2.0 only lasted for the 1995 model year, and remains to this day one of the rarest engines made by Sinistra.
As an attempt to improve fuel efficiency in the tail end of the 90’s to avoid getting swept up with another gas-guzzler tax, Sinistra outfitted a large number of their cars with the aerodynamic wheel skirts on the rear axle, as well as a smooth metal belly pan covering the underside of the passenger compartment. These models all ended up with the “ST” prefix to their usual trim name. As a result, some of the 1998 Serenades, most of the 1999 Serenades, and all of the 2000 to 2002 Serenades have the wheel skirts and the undertray to combat ever tightening fleet fuel regulations. Rare examples, such as the STGT 2.0TT trim, are known to exist, though finding one with the original factory equipped wheel skirts can be almost impossible.
By the end of the Serenade’s run, however, it was just another 90’s midsize clinging to life for far too long. These once-common family cars became the teenager’s first car to drive, got handed down and sold on, passed around for a while. Except, there was always a dirty little secret about the Sinistra Boxer engines. Like all Sinistra S-Series engines (S, meaning Small, as opposed to the much larger L-Series), it shared a common bore/stroke with other Sinistra cars. An aftermarket already existed for other more interesting Sinistra cars, and the Serenade got the pick of the parts bin. With the low center of gravity caused by the boxer engine, the FWD transaxle making it easy to drive, and parts available to turn it from a sedate family sedan into a downright evil sleeper, the Serenade enjoyed a brief return to the spotlight, especially after being featured in a few tuner movies. While it was never the fastest, people who tuned them claimed them to be good ‘momentum cars,’ where as long as you kept them going, they would be fast.
This particular 1998 Serenade is equipped with the 2.0 liter Boxer 4, connected to a standard 5 speed manual transaxle. Even though it can’t physically reach 155 miles per hour under its own power when stock, there is a factory speed limiter set for that speed, which was a common annoyance for tuners. 1998 was the first model year offering metallic paints, and the “Midnight Moonlight” blue seen in this example was a one-year paint for the Serenade. Like all Sinistras from 1951 onward, it is FWD.
Specifications:
Galvanized Steel unibody with steel / aluminum panels (Partial Alu)
MacPherson Strut front suspension
Solid axle coil rear suspension
2.0 liter Aluminum block / Aluminum head Boxer-4 SOHC-4, SinCam Equipped (VVL+VVT), with EcoFire Advanced Intake (Single Variable, Multi Point EFI)
155 hp @ 6,700 RPM
130 lb-ft @ 5,700 RPM
7,100 RPM redline
Sinistra Primary Transaxle 5MT (5 speed manual, Viscous LSD, L-FWD)
9.5 seconds from 0 to 60 MPH
1/4 mile in 17.23 seconds
147 MPH top speed. (Speedometer goes to 140 MPH, so you can run it off the end of the scale, if you’ve got enough road.)
7 Likes
The 1998 Arlington Foxhound GS
Oh hey, Texaslav's made a red car for once.
Power of a 350 TPI, size of a Rover V8. Thank the VLIM Gods!
For the Japanese man who prefers Sub over Dub... For King of the Hill!
Lookie there, that’s a second-gen Foxhound. One that’s being proposed for a Japanese-open-world game, so it’s got the strange 1990s Arlington EUDM/JDM engine version. You will understand the description better after reading the stats, so I’m putting them in front this time. Refill your drinks.
Stats
Model Year....................................................................................................1998Make.....................................................................................................Arlington
Engine....................................................213 CID V8 SOHC 24v MPFI 247 hp
Transmission...................................................5-speed manual console-shifted
Drivetrain............................................RWD Longitudinal 3.96:1 Final Drive
Chassis...................................................................................Unibody 103.15 in
Dimensions (L/W)..................................................................177.16 in/70.15 in
Weight................................................................................................3000 (!) lbs
Front Suspension....................................................................Short/Long Arm
Rear Suspension..................................................................Semi-Trailing Arm
Wheels.........................................Alloy 16-inch; R225/55 front and rear tires
Brakes............................................Vented steel, 3-piston front, 2-piston rear
Retail Price.............................................................................................$33,300
Performance
0-62 Acceleration........................................................................................5.7 s
Top Speed.............................................................................................147 mph
62-0 braking.............................................................................................113 ft
Skidpad grip.............................................................................................1.06 g
1/4 mile time............................................................................................14.10 s
Fuel Economy (Combined, EPA)......................................................22.7 mpg
So yeah. It’s an American muscle/sports car… With a 3.5 V8. So what’s up with that? Well, it’s Arlington’s attempt to get Japanese buyers to pay less. The Japanese 3.5 (and the GS trim) were roughly equivalent to the American GS, which had a lazier 4.3 engine; The difference was made up with comparatively aggro cams and a dual-length intake. Still, all GS-trim cars, regardless of country, were a kind of midway trim: You got a V8, but it wasn’t the V8. There was a 5.0 in the US and a 4.0 in Japan for that. And that brings us to this car’s pitch to being a racing game starter.
The Pitch
The Arlington Foxhound is Arlington’s muscle car offering. Bold, brash, belongs nowhere near the trash, and the first burgerland bruiser to get overhead cams and IRS. It also had a fun front suspension setup combining twin A-arms with a transverse leaf spring. This '98 car - a late second-gen - has a 3rd-generation CamTech V8, sporting 3 valves a cylinder, VVT and a VLIM, too. As mentioned in the summary, the latter is a Japanese market exclusive to help compensate for the engine’s markedly lower displacement.
As a '98 sports coupe that competed with Japan’s non-turbo coupe offerings, it isn’t some top-end monster with a mad price tag. It’s just a sports coupe with a leather interior and an OK sound system, trendy and sporty without being mad. It fits the starter car role precisely because it couldn’t be a game-ending one.
The aforementioned engine, in particular, is a good example: You couldn’t even get a full 5 liters out of the JDM low-deck block, let alone a legendary Arlington ‘348’ or ‘377’; so you’d have to get an engine swap to make this car an endgame build. And the cultural position is just right, too; the people that would buy the Foxhound GS in the 1990s were mostly reverse-weebs who liked cowboys and big V8 power but weren’t willing to go ham about it. It really is a starting point more than anything else.
The car offered is a 5-speed manual GS, and these even lacked traction control: The GTS version was the one that notoriously got it in an overactive way. Plus, it has a lot of torque and speed - just lmited to 155 mph - and the control arm/trailing arm suspension setup is inherently stiff and oversteery. So it would be a good ‘high risk, high reward’ option of a starter car - not too far off the muscle starter option in most Need For Speeds.
14 Likes
cue gran turismo 6 garage theme
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YAMADA BASS VSR '10
The Yamada Bass, also marketed as the Yamada Pop in some markets, is a 5-door subcompact car manufactured and marketed by Yamada Motor Development since 2004.
Praised for its ergonomics, cargo space, and overall fun-to-driveness upon the release of the first generation in February 2004, the Bass is one of Yamada’s top selling models, with the first generation breaching 50,000 sales in its first year, and is now in its third generation. The 5-door hatchback featured an innovative interior and chassis design which allowed for maximum ergonomics, practicality, and comfort within a small space.
This second generation model, which debuted in 2009, featured a few new changes that allowed it to become Yamada’s best selling model. The vehicle’s design was made lower, closer to the ground to emphasize a more bolder, sportier tone. Aluminum body panels were used to lighten the vehicle more, which not only improved handling, but mileage as well. The suspension utilized components more unique to the Bass, differentiating it slightly from its platform-sharing brethren. Engine wise, Yamada had now given the Bass a 1.5-litre engine option, instead of simply a 1.0 or 1.3.
The result was a new design that was not only efficient and practical, but more fun-to-drive as a result.
The VSR (marketed as the Pop RS-V in other markets) is the top-of-the-line sports model of the Bass, and features a 1.5-litre single-cam straight four engine equipped with Yamada’s TEVR-i system, allowing it to make just over 120 horsepower at 6,800 RPM with a 7300 RPM redline. Drivetrain-wise, the Bass VSR featured a limited slip differential for improved acceleration and cornering, and the engine could be mated to three choices of a 6-speed manual, a CVT or a 6-speed semi-automatic transmission.
The suspension and chassis had been tweaked to emphasize a sportier and sharper driving feel, with a 30% stiffer rear sway bar over the base model, as well as additional chassis braces throughout the car for additional rigidity. Fitted were lightweight 16-inch alloy wheels on sportier compound tyres. All of these combined to make an even more sportier model than the regular base model Bass, making it the perfect car for a Novice driver with future aspirations of racing.
24 Likes
| IVERA Executive LXS Coupe |
In the late 80s, IVERA Motors released the very first luxury car and it took the world by surprise. A Swedish made luxury car, powered by a V8 had entered the market and it brought many interesting innovations to the automotive world. This safe, quick but comfortable machine was named the IVERA Executive.
This car here is the most powerful non performance focused version of the Executive LXS Coupe equipped with old school JDM fender mirrors. (Modification that can be added at tuner shops or be fitted from the factory)
A blue luxury land yacht in a racing game. Or is it a driving game? Whatever, this thing is big, comfy and surprisingly its not really slow at all. Engine comes first my friends.
Engine
Unit Name: IVERA Odin 5-330-HP
Valvetrain: 4v DOHC
Power Output: 335hp@6100rpm and 458Nm@4000rpm
Redline: 6700rpm
Specs
| Visual |
Wheels: Fyrtiotvå (42) Performance Alloys
Paint Color: 42 Blue
| Mechanical |
Suspension: IVERA HydroSport
(Hydropneumatic, retuned for better handling)
Brakes: Vented disk brakes (Front and Rear)
Transmission: ZAURTECH SVS 4-speed automatic with Lylo electronic speed limiter
MSRP: $41,700
| Performance |
Acceleration: 0 - 62 mph in 8.0 seconds
Quarter Mile: 15.78 seconds
Stopping distance from 62 mph: 41.2m
Fuel Economy: 12.8MPG (Combined)
Sales Pitch
The IVERA Executive is the very first luxury car that we made. Produced from 1986 - 1992, the first generation IVERA Executive was available in five trim levels with engines ranging from a 4.0L inline 6 to the 5.0L V8. (42 Performance models got 6.2, 6.5, 7.0 and 7.2L displacements). Hydropneumatic Suspension was standard and made the car more like a yacht than a car. Being a massive sales success in Europe and The Americas, it pulled IVERA out of financial difficulties and saved the company from possible bankruptcy. The Executive was praised for being one of the most interesting cars on the market compared to the rest of the world and as such we are very proud of it.
So, naturally we are extremely grateful that you have asked us to show the video game world our work and immortalize our brand in Absolute Revolution. With that in mind, let us introduce the Coupe variant of the Executive. This particular one is the LXS Coupe which is the two door version of the LXS sedan which in turn is the second highest trim level (The highest being the LXT). As we are dealing with beginner cars, we decided to go with the LXS-C as its the fastest non high performance version. Having a heavy engine over the front wheels brings understeer into the equation and as such it’s not a top performer in the corners. However, the excellent straight line performance (Despite its shape) allows it to preform overtaking maneuvers and possibly out accelerate the police should you catch their attention. The Executive LXS Coupe is a good but pricey middle ground between floaty luxury and sporty GT and could make a great beginner car for the player who likes to enjoy their car a little before modifying it.
Thank you for reaching out to us and hopefully we can collaborate to bring the charm and sound of the IVERA Executive into Absolute Revolution.
7 Likes
Just want to check… If my car has a manual, you will be testing it in Beam with manual transmission, right? Realistic mode, in other words? My car is slightly borked in arcade/automatic mode, and will bounce between 1st and 2nd under some specific conditions.
2020 Zephorus KS
21 Likes
AGC ends in a lawsuit
2 Likes
Yes I’ll be driving in realistic mode 
2 Likes
What are the differences?
In Beam, setting the game to “Arcade Transmission” mode means the game will automatically change gears for you, regardless of whether the car has an Auto, Manual, DCT, CVT etc. It will also automatically go into reverse for you when you hit the brake while stopped. With “Realistic Transmission”, the game will not do this - in a manual, you need to manually shift all your gears. In an auto, you get a PRNDL, maybe with the ability to manually control gears with an advanced automatic.
My car has issues in Arcade Transmission, but not Realisic - that’s why I asked.
2 Likes
1990 RAUK VANIR 2.0 TURBO
1990 RAUK Vanir 2.0 Turbo in “Mango pearl” shown.
In the 80s, it became clear for the swedish sports car manufacturer RAUK that it would be hard to stay completely independent in the future. In 1987, Saarland bought a major stake in the company and the first result was the 1990 RAUK Vanir. A “cheap” (everything is relative) mid engined roadster that would be somewhat of an entry level model was already on the drawing board, but the co-operation meant that there was a fair amount of Saarland parts in the Vanir. The engine was from the Saarland Polygon ET, a 2 litre inline, 205 hp four with 16 valve DOHC technology and turbocharging, while the gearbox and strut suspension was the parts normally mounted up front in the Polygon ES, now instead mounted between the rear wheels.
However, it was still a typical RAUK, for the better and for the worse, with a thin and flimsy fiberglass body to save weight and rudimentary equipment. However, it had power steering and ABS, a bit upsetting for the puritans but appreciated by many, since it meant that now there was a RAUK that was at least a little bit civilised. Performance was nothing to complain about, since it could reach 100 km/h in 5.7 seconds, and top out at 247 km/h - reasonable figures for a sports car in this class back in 1990.
The Vanir was built until 1997, and it didn’t recieve any direct successor.
(OOC note, it may feel a bit min-maxed, but I wanted to have a somewhat realistic approach for what essentialy is a notch above a kit car manufacturer, hence the negative quality in some of the areas. It is not supposed to be a fantastic piece of engineering, or being civilized at all.)
6 Likes
1997 Fokkusuōto Shincha SUPER-TURBO
Specifications
Engine:
Alu 660cc I4, alu DOHC 5 valves/cylinder, VVT - all cams
1 turbocharger, 37mm compressor, 30.1mm turbine, 1.1 bar
Multi-point electronic fuel injection, ITB, standard mid intake
95 RON advertised (98 RON max performance)
7000rpm redline, internals capability 11 300rpm
Cast headers, three-way cat, single straight through muffler
60hp@6000rpm (82hp@6100rpm w/ 98 RON)
71lb-ft@3400rpm (88lb-ft@3500rpm w/ 98 RON)
Drivetrain:
Double wishbone front and rear
Mid-engine, rear-wheel drive
6-speed manual, 4.39:1 final drive
Geared limited-slip differential
P135/80R13 78U (front tire)
P175/60R13 84U (rear tire)
180mm vented disc, 4 pistons (f)
180mm vented disc, 2 pistons (r)
Progressive springs, gas mono-tube dampers
211.5mm ground clearance
Comforts and safety:
Basic interior, 2 seats
Basic cassette, AM/FM radio with 4 speakers
Hydraulic power steering
Standard 90s safety
1410L passenger volume
285L cargo volume
General:
7.2L/100km avg
45L tank (gasoline)
693.6kg dry weight (40% F/60% R)
1 262.1kg max weight (568.5kg load cap)
Max 195km/h
0-100km/h in 7.74s
1.06g (20m radius)
29 900$
History
The Shincha was co-developed by HAAI and Fokkusuōto from 1989-1998. The car made it’s debut on a motor show on the 17th of January 1991, getting the most interest shown towards it from all the kei cars on display. Following the good reception of the car, it was released to the public in October of 1991 with a price tag of approximately 18 400$. The economy and kei size made it quite affordable, but it was slightly difficult to work on due to the size limitations.
In 1997, the Shincha saw a minor facelift, getting turbos in the higher trim ranges which were boasted to improve fuel economy and power delivery even further. With them came the fully performance-oriented SUPER-TURBO, but with a slight catch. The engine produced less than the other top-of-the-line turbo models. Instead of the 64hp as allowed by kei regulations, the SUPER-TURBO made only 60hp and with a big economy hit with the 95 RON octane that the car was advertised to use. But for those who still bought the “lesser model”, got advised to use 98 from the sellers themselves. The seemingly pointless TURBO switch in the glovebox overrode the ECU to make full advantage of the higher octane, pushing the engine up to 82hp and 88lb-ft of torque, with a slightly improved fuel economy.
In September of 1998, a test driver in a car magazine figured the quirk out, writing about it in his segment. This led to a court case for Fokkusuōto, through which they settled on being banned from the ability to sell for the kei segment again. Nowadays, it’s debated whether or not the Shincha SUPER-TURBO will remain the undefeated performance kei car forever, or whether it even is a kei car at all.
Extra pictures
Big thanks to Sukki Blue for collaborating with me on this. The engineering part was almost entirely done on his part. It was a blast to make this.
© 1997 Hetvesian Auto-Aviation Incorporation
10 Likes
