I’ll be posting models at a rate I can managed to write articles for them and linking to them up here. Now that I have made this skeleton post, I can claim that Arlington began on the 185th anniversary of San Jacinto.
Lazy Lorepost I
Arlington Automotive has never produced a small V6 for sale in America. During the Malaise era, the company’s 2.5l i4 was positioned directly below a rather large 200ci (3.3L) 90-degree pushrod V6. The company’s “middle-of-the-road” engine was the 5-cylinder i5 introduced with the Airacruiser, available in displacements of 2.5 to 2.8 and outputting from 130 to 200 horsepower when naturally aspirated. Initially an iron-block, aluminum-head design, the engine became all-aluminum with cylinder liners for its second generation in the 1990s, and was finally moved to a linerless alloy block in the 2000s; All the while remaining a single-cam design, but adding extra valves and lift/timing control as time went on. In 2011, the i5 lineage was broken when Arlington introduced its V5 engine, a twin-cam, 16-degree-vee design with full variable valve control, natural or forced induction and displacement varying from 2.3 to 3.0L [This engine is obviously still represented by i5s in-game, though a 60-degree V6 with equivalent displacement is used as a placeholder wherever length is an issue]. The V5 replaces both the old i5 and the large SOHC V6 that shared a production line with the company’s V8 engines.
Those are distinct from pop-up headlights in that the lights are fixed while the covers drop down.
That is correct! And the Foxbat has pop-downs. The covers are up in that picture, I’ll make one with them down after I get another model out and also fix the lack of indicators everywhere.
Lazy Lorepost II
Yes I am making this a pattern
Waldersee, the German brand purchased and thus saved by Arlington back in 1952, is responsible for most of the advances in suspension and electronics tech that propelled Arlignton to the forefront of the automotive world in the 1980s. Research sharing between Arlington’s American brands and Waldersee paid off immensely when the Americans realized they needed independent suspension, electronic fuel injection, insight on how to handle miniaturization and so forth. Despite this, however, the Americans and Europeans maintain a healthy distance when it comes to actual development, with only several engines and a couple platforms shared between the continents.
This brings to mind the Pontiac Grand Prix GXP of the mid-00s in terms of drivetrain layout. By the way, is that engine transversely mounted (as was the case with said GXP) or longitudinally mounted, as it is in some Audis?
Longitudinal, like all 1st and second gen Airacruisers. Says so in the post. In the lore, it’s mounted over the transaxle, but sadly the game’s idea of LongiFWD is Audi based.
The GXP and Impala SS were my assurances that this is only a mildly unsettling idea and not an outright bad one. The C&D review on the Impala complained it didn’t have the sportiness to handle the engine… Not a problem here
Longitudinal mounted V8 in a FWD car. Seems fun!
You have no idea. I had an absolute blast making it and I’m pretty sure my giddiness about it has managed to annoy the entire Discord. Want the car file?
Sounds like it was fun to make, and sure, I’d be happy to do something with this car.
Well go ahead then, Mr “the idea is absolutely fucking stupid”
Arlington_Airacruiser_II_-_SRR.car (95.4 KB)
Lazy Lorepost III
The Arlington CamTech V8 used in the first-generation 1983 Foxhound muscle car was little more than the company’s small-block V8 with an overhead camshaft swap - not as a fully-fledged advancement but as a mere performance modification. The same iron casting for the block was used, so these early engines still have their cam journals and pushrod channels - now unused. Chain-driven overhead cams are responsible for keeping the simple, 2-valve-per-cylinder system going. Only after the engine’s successful debut in the Foxhound did AA management commit to developing and refining the overhead-cam design for use for ordinary vehicles, a practice that began in earnest with certain light-duty Bowie trucks.
(semi-)Lazy Lorepost IV
Arlington is one of a short list of companies to adopt longitudinal front-wheel drive en masse, with the mainstream Arlington marque pretty much exclusively using it. Such systems are marketed under the 1970s marketing name of “Integrated PowerTrain”, or IPT.
When Arlington modified the Foxhound muscle car’s Advanced Compact architecture for a front-drive application - the Airacruiser - the transmission was mounted just as far back as in the former car, but slightly higher up and to the right (passenger side), coupled to a slanted inline engine.
The transmission drove a driveshaft along the side of the engine’s sump, concluding with a differential - u-joint on the left side, and a rigid shaft through the sump leading to another u-joint on the other side. This resulted in two half-shafts of equal length and greatly reduced torque steer.
The setup had both serious advantages and disadvantages. On one hand, Airacruisers had great handling characteristics due to a more favorable weight distribution and less torque steer; steering radii were tighter, and incorporating double wishbones into certain designs was easy. On the other hand, the transmission was not as efficient, required an elongated hood (though this was a feature to some) and was somewhat difficult to maintain, even after painstaking efforts by Arlington engineers to make all components of the IPT as non-integrated (heh) as possible.
A newspaper detailing a Foxhound-related accident
The SR348 Disintegrator, a 1991 high-performance track version of the Foxhound muscle car, was notorious for its frightening speed and grip, as well as what tended to happen once said grip expired. With a manual transmission, no traction control and a semi-trailing arm rear suspension, the automobile required tremendous precision to drive at the limit, while still being more affordable than even significantly less powerful German models.
Automotive journos in glasses decidedly disapproved, and so did families, Congressmen, and cheap newspapers. Even as SR348s (both Disintegrators and regular ones) were only bought up by enthusiasts and power maniacs, the public pressure to tame the beast was immense, and a traction control system did make its way onto the 1992 model.
However, with or without TC, the SR348s - and by extension all 1st-generation Foxhounds - garnered a very particular image among enthusiasts. Out of the 250 Disintegrators (allegedly the handling package) produced, 19 were totaled, and 2 of them killed - but the people who kept taking them out became Alexander, and the Disintegrators were their Bucephalus.
So then, a trim level that enthusiasts were awed by and everybody else feared, easily recognizable due to its iconic wing. When this teaser photo showed up 13 years later, everybody had something to say.