You wanna start a displacement war? 'Cause I know how to play that 
4 Likes
Looks awesome. Easily one of the best uses of the recently introduced GTO body anywhere. So much power, but so much weight and thirst, and so little consideration given to turning or stopping - just as a classic muscle car should be.
1 Like
Note: No longer canon
Well after all my old cars were deleted in that one update, here’s a newly remade 1938 ACA Corona…
ACA Lore
1938 ACA Model 38 “Corona”
An original 1946 ad for the ACA Model 38 Corona.
Specification "Model 38 Corona 1946"
Chassis
Chassis Type: Body-On-Frame
Chassis Material: Steel
Panel Material: Steel
Engine Placement: Front Longitudinal
Front Suspension: Double Wishbone
Rear Suspension: Leaf-sprung live axle
Engine
ACA Flathead V8 90°
Displacement: 220CI (3.6L)
Block Material: Cast Iron
Header Material: Cast Iron
Fuel System: Single Barrel Single Carburettor
Fuel Type: 92 RON Leaded
Power: 101 hp @ 3900 RPM
Torque: 236 Nm @ 2300 RPM
Weight: 231.1 kg
Size: 57.1L
Trim
Drivetrain: Longitudinal RWD
Gearbox: 3 Speed Manual Column Shifter
Differential: Open
Tyre Description: [F] P145/115C13 110R | [R] P145/115C13 110R
Brake Type: [F] 250mm Single Leading Shoe Drum | [R] 250mm Single Leading Shoe Drum
Brake Bias: [F] 50% | [R] 50%
Undertray: n/a
Seating: Front and Rear Bench (6 seats)
Power Steering: None
Springs: Standard
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 1159 kg
Fuel Economy: 11.8 MPG (UK)
Performance
Top Speed: 102mph
0-60mph Time: 14.2s
50-80mph Time: 10.3s
Quarter Mile Time: 20.10s
Standing km Time: 36.01s
Stopping Distance: 109m
Price
$1,115.95 @10% Markup (Converted into 1946 Dollars)
And heres what the car looks like without the Photoshop
Original Screenshots
22 Likes
Note: No longer canon
woot double post 
ACA Lore
https://i.imgur.com/EP91uuk.png
1951 ACA Model 51 “Corona”
https://i.imgur.com/k9sxEnR.jpg
Designed to replace the Model 47 Corona, the new Model 51 was also designed by ACA’s lead desginer, John Emery. This would be the last car he designed as he passed away shortly after due to polio. The concept design was shown off in the 1949 Detroit Auto Show and received much praise from journalists and critics.
https://i.imgur.com/yPXKlXM.jpg
Under the hood, sat a new ACA powerplant. The old 220 Flathead V8 was getting long in the tooth and needed a replacement. To this, ACA developed a brand new V8 engine as well as a new inline 6 engine. And thus, the 330 Flathead V8 and the 224 Flathead I6 were born. Once again, the V8 option was more popular, and with ACA’s latest development, “TwinPower™” the V8 capable of reaching over 200hp once properly tuned.
https://i.imgur.com/3A5CqTo.jpg
Inside, the Corona was even more luxurious than before. Although the front bench seats had given way to bucket seats, the level of luxury was consistent throughout the car. It had a high quality radio set and speakers as well as wood trim along the dash. The Model 51 Corona was also the first to come with the option of a two speed automatic transmission for even more luxury.
Specification "Model 51 ACA Corona 1951"
Chassis
Chassis Type: Body-On-Frame
Chassis Material: Steel
Panel Material: Steel
Engine Placement: Front Longitudinal
Front Suspension: Double Wishbone
Rear Suspension: Leaf-sprung live axle
Engine
ACA 300 Series "Twin-Power™ " Flathead V8 90°
Displacement: 303CI (5.0L)
Block Material: Cast Iron
Header Material: Cast Iron
Fuel System: Single Barrel Twin Carburettor
Fuel Type: 92 RON Leaded
Power: 161 hp @ 3700 RPM
Torque: 350 Nm @ 2500 RPM
Weight: 297.9 kg
Size: 85.8L
Trim
Drivetrain: Longitudinal RWD
Gearbox: 3 Speed Manual Column Shifter
Differential: Open
Tyre Description: [F] P180/95C14 110U | [R] P180/95C14 110U
Brake Type: [F] 275mm Single Leading Shoe Drum | [R] 275mm Single Leading Shoe Drum
Brake Bias: [F] 50% | [R] 50%
Undertray: n/a
Seating: Front Bucket and Rear Bench (5 seats)
Power Steering: None
Springs: Standard
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 1714kg
Fuel Economy: 11.2 MPG (UK)
Performance
Top Speed: 118mph
0-60mph Time: 14.3s
50-80mph Time: 9.00s
Quarter Mile Time: 20.41s
Standing km Time: 35.56s
Stopping Distance: 146m
Price
$1,997.31 @20% Markup (Converted into 1951 Dollars)
16 Likes
Note: No longer canon
getting into quadruple post territory now
ACA Lore
https://i.imgur.com/EP91uuk.png
1955 ACA Apache 350 GT
Backstory: ACA-Caliban Partnership
In 1948, ACA and Caliban signed a deal regarding the future of Caliban USA. The then CEO of ACA, Kingston Conway signed the historic partnership with Lord Mach which allowed Caliban’s to be manufactured with help from ACA in ACA factories. In return, ACA would have a significant stake within Caliban.
https://i.imgur.com/wQwCmrO.jpg
In 1951, ACA felt they were lacking a model from their lineup. They had their large family car; the Model 51 “Corona”, their truck; the Model 48 “Duty” and even a medium sized family car; the ACA Coronado. So in 1952, with the help of some Caliban engineers, ACA designed their first “Sports Car”
https://i.imgur.com/c1SXMMD.jpg
The exterior was designed by the coach-builders at Alberetti S.p.A in Italy and was styled to look like a sleek European coupe with smooth flowing lines. However, underneath the car was far from European. The car sat on a Steel Backbone Chassis with Double-Wishbone front suspension and a coil sprung live rear axle. The car would be powered by ACA’s latest V8, the 350 Series V8, the first made by the company to feature overhead valves instead of the older flathead designs.
https://i.imgur.com/PVZQrI7.jpg
Inside, the car was lavished with luxury interior. It had wood trim, plush leather seats as well as a new high quality Willips Radio. The car could either come with the ACA Hydroshift™ 2 speed automatic or the regular 3 speed manual.
"1957 ACA Apache GT"
Chassis
Chassis Type: Backbone
Chassis Material: Steel
Panel Material: Steel
Engine Placement: Front Longitudinal
Front Suspension: Double Wishbone
Rear Suspension: Leaf-sprung live axle
Engine
ACA 350 Series OHV V8 90°
Displacement: 350CI (5.7L)
Block Material: Cast Iron
Header Material: Cast Iron
Fuel System: Two Barrel Twin Carburettor
Fuel Type: 92 RON Leaded
Power: 208 hp @ 3800 RPM
Torque: 407 Nm @ 2700 RPM
Weight: 324.8 kg
Size: 94.2L
Trim
Drivetrain: Longitudinal RWD
Gearbox: 3 Speed Manual
Differential: Open
Tyre Description: [F] P175/90C14 108V | [R] P175/90C14 108V
Brake Type: [F]275mm Single Leading Shoe Drum | [R] 275mm Single Leading Shoe Drum
Brake Bias: [F] 50% | [R] 50%
Undertray: n/a
Seating: Two Front Bucket Seats (2 Seats)
Power Steering: None
Springs: Progressive
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 1413 kg
Fuel Economy: 13.0 MPG (UK)
Performance
Top Speed: 136mph
0-60mph Time: 10.5s
50-80mph Time: 5.52s
Quarter Mile Time: 18.31s
Standing Km Time: 31.35s
Stopping Distance: 94.8m
Price
$2,049.10 @30% Markup (Converted into 1957 Dollars)
21 Likes
Note: No longer canon|Soon to be Reworked
sorry for the quadruple post
Lore: ACA Partnerships and the start of the “Chevron Alliance”
ACA would change their logo in 1975 to the current design.
Backstory
In 1966, ACA CEO Kingston Conway would retire, leaving a power vacuum within ACA. The role of CEO would eventually fall into Denver Andrews, one of ACA’s major shareholders. It would be Andrews who would eventually sign the ACA-Merciel partnership in '74.
But in 1966, ACA was already partnered with a European marque, Caliban.
The ACA-Caliban Partnership
In 1946, ACA reached out to help a relatively small manufacturer, Caliban. Initially, ACA CEO Kingston Conway thought it as a joke, however, he would later realise that a partnership with Caliban could come in handy to support ACA’s motorsport division. Thus in 1948, a deal was signed, allowing ACA to help manufacture Caliban’s in the US, and in return, Caliban engineers would help ACA’s motorsport division.
This all proved to be very successful. ACA were consistently finishing high in the NASCAR Grand National Series, and with the help of Caliban, managed to make a successful Grand Tourer, the Apache 350 GT. However, by 1961, tensions between the two companies were growing. ACA wanted a bit more control over Caliban, namely, the motorsport division. This was also the time ACA was began thinking about exporting to Europe, and by having a successful team racing in European racing series, would be helpful as a staging point to enter the new market.
At the same time, quality control at Caliban’s US factory had gone down, resulting in poor handling cars. While initially it was blamed on poor machining, it would later be found that some severe cost cutting measures were taking place to help improve the sale of the Apache GT. Once this was uncovered in 1967, animosity between the two companies grew with tensions reaching an all time high, when a secret clause written in the small print of a new contract was discovered, effectively giving full control of Caliban’s motorsport division to ACA. This was the straw that broke the camel’s back and in 1968, the ACA-Caliban partnership was finished.
The Creation of the “Chevron Alliance”
Around the same time as the collapse of the ACA-Caliban Partnership, ACA was already looking for a suitable candidate to help support their expansion into Europe. They looked at many potential companies, but eventually stuck with Merciel. It would be down to Samuel Salazar to negotiate the terms of the partnership with Merciel.
Initially, the negotiations went back and forth with neither company budging. It was even considered to negotiate with other companies to see if they were interested. However ACA was running out of time. By 1964, ACA’s sales figures had been stagnating. To keep the company afloat, upper management decided to pursue extreme cost cutting measures. These included laying off thousands of workers, reducing the amount of spending on development of new cars and most importantly, limiting the budget of Caliban US to help drive up sales of the Apache. However, it was never enough. ACA was running out of money and the 1973 energy crisis made the situation even worse.
With their hands effectively tied, ACA were forced to take the contract laid out by Merciel. It was a disaster. ACA failed to acquire a European foothold and were now forced into a contract that favoured Merciel. ACA CEO at the time, Denver Andrews stated "It was the worst deal [he had] ever made, basically selling the company to the French"
However, it wasn’t all doom and gloom…
13 Likes
Note: No longer canon
ACA Lore
https://i.imgur.com/EP91uuk.png
1964 ACA Model 60 Pickup
Backstory
In 1932, ACA was formed from the remnants of three different companies, Lansing Motor Company, Montpelier Coach Builders and Barnhart Tractor Company. While cars were handled primarily by the Lansing remnants in ACA, heavy duty trucks and tractors were designed and made by the Barnhart remnants.
In 1948, the Barnhart Factory began production of their new line of trucks, the Model 48 Pickup and was successful enough that almost every other ACA truck until 1978 would be based on it’s chassis.
https://i.imgur.com/srzBPsy.jpg
By 1957, the Model 48 truck was getting dated. So designers at ACA’s light truck division decided to design a replacement. While many options were considered, it was found to be cheaper and easier to simply recycle the Model 48 chassis design and update it.
https://i.imgur.com/Bt0JtsF.jpg
The new truck would begin production from 1960-1978, with many changes. The early production, from 1960-1967 would look similar to the previous model, the 48, however there were several improvements. One of the most important improvements were done under the hood.
https://i.imgur.com/iOuI9Ey.jpg
Throughout the life of the Model 48, it featured many different engines from a 200CI i6 to a 300CI V8, but there was one thing these engines had in common: they used flatheads. This made them inefficient and reduced power. The new Model 60 however, would get the new 350 OHV V8, the same found in the Apache. This gave the Model 60 more torque and power than the Model 48, while also being more efficient.
"1964 ACA Model 60 Truck"
Chassis
Chassis Type: Body-On-frame
Chassis Material: Steel
Panel Material: Steel
Engine Placement: Front Longitudinal
Front Suspension: Leaf-sprung solid axle
Rear Suspension: Leaf-sprung live axle
Engine
ACA 350 Series OHV V8 90°
Displacement: 350CI (5.7L)
Block Material: Cast Iron
Header Material: Cast Iron
Fuel System: Four Barrel SIngle Carburettor
Fuel Type: 92 RON Leaded
Power: 210 hp @ 4100 RPM
Torque: 404 Nm @ 2800 RPM
Weight: 319.0 kg
Size: 94.2L
Trim
Drivetrain: Longitudinal 4WD
Gearbox: 3 Speed "Power Torque HydroTri-Shift Automatic Transmission"™
Differential: Manual Locking
Tyre Description: [F] P190/95R14 112T | [R] P190/95R14 112T
Brake Type: [F]275mm Single Piston Solid Disc | [R] 275mm Single Piston Solid Disc
Brake Bias: [F] 50% | [R] 50%
Undertray: Offroad Skid Tray
Seating: Front Bench Seats (3 Seats)
Power Steering: Hydraulic
Springs: Progressive
Dampers: Twin-Tube
Sway Bars: Passive
Weight: 1616 kg
Fuel Economy: 12.1 MPG (UK)
Performance
Top Speed: 116mph
0-60mph Time: 11s
50-80mph Time: 6.60s
Quarter Mile Time: 17.94s
Standing Km Time: 32.40s
Stopping Distance: 70.9m
Price
$1,993.58 @20% Markup (Converted into 1964 Dollars)
13 Likes
Note: No longer canon
ACA Lore
https://i.imgur.com/EP91uuk.png
1973 ACA 300
https://i.imgur.com/UTk8bXQ.jpg
A billboard advert for the new ACA 300
Backstory
In need to quickly replace their previous compact, the Coronado, ACA sought the help of Merciel. in 1968, it was negotiated that ACA would be given the license to manufacture Merciel 300s in the States. As such, it would be named the ACA 300. This little negotiations would lay the ground works for the ACA-Merciel Alliance in 1973.
https://i.imgur.com/Dar5JI0.jpg
Based on the Merciel 300, the new ACA 300 carried over pretty much everything from the Merciel, with the exception of the interior and some extra exterior parts. Apart from that, the cars were identical.
https://i.imgur.com/LbxvASu.jpg
The ACA 300 would feature an American-built Clement i4 designed by Montreuil. The Clement was featured a cast block with an aluminium head and had a single overhead cam twin valve layout. Due to the new aluminium head, ACA’s Milwaukee engine plant had to be extensively retooled to work with aluminium, hence early production models of the 300 featured imported French engines.
https://i.imgur.com/ivKuQJG.jpg
Inside, ACA had done as much as possible to improve driver comfort. The original design lacked a lot of user comforts. ACA would improve this buy adding plush leather seats and a new premium JDC AM radio. Overall, the ACA 300 would be a more comfortable car compared to its French counterpart.
Extra Stats will be posted on the Merciel Thread
17 Likes
Note: No longer canon
ACA Lore: ACA Traveller and the end of the Chevron Alliance
https://i.imgur.com/yOIC37W.png
ACA Traveller 1975
https://i.imgur.com/0XT749e.jpg
A billboard advert for the ACA Traveller in 1979
Backstory
In 1974, ACA signed a partnership with Merciel. In this deal, ACA would manufacture Merciel’s in the US, however, unlike what ACA first intended, they would not acquire a factory in France, stunting ACA’s plans on expanding to Europe. The massive gamble ACA CEO, Denver Andrews, had made, failed. He would later resign in 1975 following the backlash.
https://i.imgur.com/LxmRc6M.jpg
note: All the screenshots of the 1975 Traveller are of the 1979 facelift
Based on the Merciel 310, the ACA Traveller initially featured parts and engines imported over from Merciel’s Brazilian factory. While this was economically viable in the short term, the outdated engines in the early model Travellers were beginning to get long in the tooth. As such by 1976, a new engine was developed for the 1979 facelift of the Traveller.
https://i.imgur.com/6aiI2Qy.jpg
This engine would be developed internally by ACA with the help of Montreuil S.A in Paris. The design called for a four cylinder engine larger than 2L, use an overhead cam set up and a design that was easy to manufacture, so a cast iron block was chosen. Initially, the heads were intended to also be cast iron, but would later be changed to aluminium to reduce weight. What would arise would be informally known as the ACA “Cammer” i4, a 2.1L inline 4 with direct acting overhead cams.
https://i.imgur.com/JBh8lCe.jpg
By 1979, majority of the manufacture of parts for the new Traveller had shifted from Brazil to the US. The ACA factories in Lansing, Cheyenne and Clinton had all been retooled to manufacture the new Traveller. Factory workers had also been trained in the manufacture of the monocoque chassis by Merciel staff and by 1981, all ACA Travellers were made in the US in ACA factories.
ACA Traveller 1982
https://i.imgur.com/xvdM2ZM.jpg
A small flyer advert for the ACA Traveller in 1986
Backstory
By 1979, all seemed well in the ACA-Merciel alliance. However, it was all but that. The cost of the licence to manufacture rebadged Merciel’s were adding up, especially for the smaller models such as the Merciel 120 and the 200, which sold poorly in the US. As such, to reduce costs and try and recuperate money, ACA began throttling down the manufacture of those models and instead started increasing the production of the more popular 310 based Traveller. Merciel caught wind of what was happening. Keen to sell models of the cars they perceived to be more popular such as the 120 and the 200, they began increasing the licensing cost of manufacturing the ACA Traveller. As such, behind closed doors, ACA engineers began to find a way to circumnavigate this obstacle, while not having to develop a totally brand new car. What would result would be the 1982 ACA Traveller.
https://i.imgur.com/rqP3doo.jpg
While on the outside, it looked completely new, underneath, it was essentially a Merciel 310. What ACA engineers had secretly done, was to modify the preexisting Merciel 310 chassis, drivetrain and other components, and package it in a way that it would look completely different, allowing ACA to effectively circumvent paying Merciel for licensing costs.
https://i.imgur.com/cdKJ0jG.jpg
Engine wise, the new 1982 Traveller had exactly the same engine as the previous generation and much like the previous generation featured a longitudinal FWD layout as opposed to the transverse layout. Styling wise, the exterior design was handled by the Italian design house Alberetti S.p.A, with the interior design being made by famous American deisgner, Evora Lynn.
https://i.imgur.com/ZQIhHdb.jpg
While initially, this new Traveller fooled Merciel, it wouldn’t take long for them to realise what the car truly was. In 1981 when the car was unveiled at the New York Auto show, Merciel engineers found that the new Traveller mysteriously had the exact same wheelbase, exactly the same cabin space, exactly the same C pillar design with the underneath of the car having a striking similarity to the old Merciel 310.
https://i.imgur.com/HeSfbP9.jpg
The ACA Traveller would later be used in ASCAR
Naturally, Merciel would sue ACA for effectively copying their design and would demand them to pay for licensing costs. Of course, ACA engineers argued otherwise and after two years, ACA eventually won the lawsuit. This would sour relations between the two companies, and by 1985, the Chevron Alliance was over.
19 Likes
11 Likes
That is one seriously nice stock car you have there 
We’ll have to go back to rippin’ Daytona one day 
4 Likes
Conquer the dunes with the all new 2018 ACA Prowler Ravager
Designed with the cooperation of the Dynoil Trophy Truck Baja 1000 team, the new ACA Prowler Ravager is even more capable at attacking the harsh desert trails at speed.
Powered by the ACA 3.6L twin turbocharged BlueBoost V6 pushing out around 420hp and 500Nm of torque and mated to a 6 speed automatic transmission, the Prowler Ravager can reach 0-100 in under 10 seconds, even on gravel. And with full time 4WD, the Ravager should be able to tackle any terrain with ease.
The suspension has been heavily modified from the base spec Prowlers, with larger springs, increasing ride height and featuring adjustable Blizten Wolf Shocks for the front and rear, allowing the Ravager to glide across any bumps it comes across.
Interiorwise, the new Prowler Ravager is well equipped with all the standard equipment seen in higher spec trims of the Prowler and is also capable of seating 5 in the Extended Cab models.
And only for around $53,000
21 Likes
I haven’t found out how to do modern rear truck bumpers yet… mind if I borrow it?
That Chevalier II is too damn beautiful and neat, congratulations for the good designs and Lore!
Its time to redo all the lore all over again!
Note: Everything above is no longer canon/requires reworking
https://i.imgur.com/EP91uuk.png
1951 ACA Corona, ACA Rio Grande, Montpelier Crown Cavalry
https://i.imgur.com/UgU2Cfu.jpg
^ An advert for the 1951 ACA Corona Sedan
https://i.imgur.com/vbEob78.png
In 1949, ACA began designing a replacement for their Model 47 Corona. The new design called for a more space, more luxury and a more powerful engine. As such designs for the new Corona were drafted by 1950 and by 1951, the car was ready for production. Dubbed the Model 51, the new Corona was the last car designed by the legendary designer, John Emery.
https://i.imgur.com/cj5KNXG.png
The new Model 51 was longer, wider and more spacious inside compared to the Model 47. Critics lauded the car for its supple ride and passenger comfort. To move the hulking beast, ACA developed two new engines, a 300CI OHV V8, a complete generational leap from the 220 Flathead found in the Model 47, and a new 226 OHV inline 6. Both engines also featured “Twin-Power” Carburettors which increased power and fuel economy.
https://i.imgur.com/t3VTMYh.jpg
https://i.imgur.com/UE0o6e7.jpg
Designed along side the Model 51 Corona was the ACA Rio Grande Station Wagon. The Rio Grande would be ACA’s first station wagon and would debut in the 1951 Detroit Auto Show. It would share many components with the Corona and would be a sales success.
https://i.imgur.com/95bM4Q2.jpg
Praised for its massive carrying capacity, the Rio Grande was a behemoth of a car. With the optional rear jump seats, it could seat 9 passengers and still have enough cargo space to fit luggage. The rear door further made the Rio Grande easy to load and unload, though it was noted that it would have trouble opening the rear door in tight spaces.
https://i.imgur.com/oJOwZFx.jpg
https://i.imgur.com/wPW3tfk.png
https://i.imgur.com/qo1WOsn.jpg
The Model 51 chassis would also be used by ACA’s luxury division, Montpelier to form the Crown Cavalry. Taking luxury to the next level, the 1951 Crown Cavalry was by far the most luxurious car made by ACA. With bespoke interior and mahogany trim inside, the 1951 Crown Cavalry was like sitting in a first class train.
https://i.imgur.com/ZY1ugeY.jpg
The Crown Cavalry came in a multitude of configurations ranging from a sedan, coupe and limousine. All variants of the Crown Cavalry came with the powerful 300CI “Twin-Power” V8 which made a respectable 170hp. Sold only to the most wealthy clients, the Crown Cavalry would land in the hands of celebrities, movie stars and politicians.
21 Likes
https://i.imgur.com/EP91uuk.png
1955 ACA Apache GT & Roadster
https://i.imgur.com/ZCzqHvR.jpg
^ An advert for the 1955 ACA Apache
In 1951, ACA’s VP Louis Sarton, felt that ACA lacked a sporty coupe. The only coupe sold by ACA at this point was the Corona Coupe, which was far from sporty. Taking inspiration from European sport coupes, Sarton ordered Italian design house, Alberetti to design a sporty coupe for ACA. The result was the ACA Apache.
https://i.imgur.com/7ogNDK9.jpg
The ACA Apache would be ACA’s first “sports car”. As such it sat on a tubular steel backbone chassis with double wishbone front suspension and featured a coil spring live axle, a first for ACA. Under the hood, sat ACA’s 300 Series OHV V8, the same one found in the Corona/Crown Cavalry. However, not only was this V8 fitted with ACA’s “Twin-Power” Carburettors, but was also tuned up to put out 180hp, significantly more than the ones found in the Corona. Additionally, the Apache was significantly shorter than the Corona and at least initially lighter, meaning the Apache handled much nicer than the Corona Coupe.
https://i.imgur.com/nLag0UI.jpg
First shown off in 1954 Geneva Motor Show, the ACA Apache was praised by critics with its sleek flowing lines and its unique blend of European and American styling. When it was finally sold to the public in 1955, it flopped. Most buyers didn’t want a sporty coupe and much preferred the larger and more cumbersome Corona Coupe as it was more spacious and luxurious.
https://i.imgur.com/x2UPLWY.png
As a result, ACA decided to send the Apache to their luxury division, Montpelier, to outfit the Apache with more luxurious interior fittings, as such it became heavier and heavier. The final result, while more popular and sold significantly better, was far from what Sarton initially wanted and it would be a while before the Apache name would be fitted to a sports car.
https://i.imgur.com/5iEeQHq.jpg
Developed around the same time, the ACA Apache Roadster was also made. The Apache Roadster was significantly more popular than the standard Apache GT and would also be one of the first models to come with an automatic standard.
https://i.imgur.com/J9K2L6C.jpg
Popular with celebrities, the Apache Roadster would often be seen being driven around the Hollywood Hills with the soft top down. Fitted with the same equipment as a Montpelier Crown Cavalry while also being a convertible, the Apache Roadster was the perfect car for cruising along the Golden State where the sun often shone.
17 Likes
yay I aint ded yet.
https://i.imgur.com/EP91uuk.png
1965-1975 ACA RoadCruiser, ACA Rio Grande, Montpelier Cavalry
https://i.imgur.com/SKbqQBq.jpg
^An advert for the 1965 ACA RoadCruiser
In 1962, ACA began designing the replacement for the Model 60 Corona.Though a 1963 facelift was on the way, ACA designers knew that the Model 60, based on the Model 51 Corona, needed replacing eventually. Initially, the project was called the Corona II, however once the final draft was made, then ACA CEO Kingston Conway infamously noted that “[its] the size of a battlecruiser” and as such, the name stuck with the car being called the RoadCruiser.
https://i.imgur.com/lkLJpZv.jpg
Knowing the RoadCruiser was going to be a behemoth, ACA engineers realised they needed a new engine to drive the car along at a reasonable speed. As such, designed along side the RoadCruiser was one of ACA’s most famous engines, the 440 “Shooting Star” Large Block V8. The large lumbering 7.2L cast block made a respectable 297hp, which mated with the RoadCruiser’s “Power-Shift” 3 speed automatic transmission would send the car to top speed of 141mph and would let the car reach 0-62 in under 9 seconds
https://i.imgur.com/UTIHugT.jpg
The chassis was an all new ladder frame that was more rigid than the old frame found on the Model 60 Corona. While the new RoadCruiser also used a double wishbone front, leaf sprung live axle rear, the suspension was adjusted to be softer and smoother, allowing the car to feel more comfortable than its predecessor. The interior was nothing special for the day, though the higher end trims featured premium vinyl seats matching the colour of the exterior, a premium dash and two spoke wheel and a premium radio.
A popular choice for many, the RoadCrusier would be made up until 1981 with two major facelifts in 1969 and 1975
https://i.imgur.com/NXzDoYo.jpg
1969 Facelift
Updated in 1969, the new facelift ditched the old headlights and grille for a brand new chrome grille and set of hidden headlights. The 1969 facelift also received an update 440 V8 which made more power, 302hp and was slightly more economical compared to the previous generation. The 1969 facelift was also the first ACA model to feature AC as standard.
https://i.imgur.com/baUCv6I.jpg
1975 Facelift
After the 1973 Fuel Crisis, the RoadCruiser was heavily detuned to improve fuel efficiency. In 1975, ACA updated the RoadCruiser for the last time with the new '75 facelift. Externally, a revised grille was added and the hidden headlights gave way to the new standardised sealed beams. Internally, the 440 was heavily redesigned. Modified to run on 91 RON fuel, and fitted with a catalytic converter, power dropped significantly to 212hp. However with the new 4 Barrel Carbutettor and the a brand new “Power-Track” 4 speed automatic transmission with overdrive , the '75 was by far the most fuel efficient model, reaching a combined 9.1 US MPG.
https://i.imgur.com/itRcLmI.jpg
Police Special
Due to its sheer size and power, the ACA RoadCruiser was a popular fleet vehicle, especially with the police. Introduced early on in 1967, ACA produced a “Police Special” package. This included a specially tuned a 440 V8, police tires, police suspension and police shocks. This made the RoadCruiser Police Special a favourite for tuners and hot rodders, who would purchase old used RoadCruisers in police sales to go down the dragstrip with them.
ACA Rio Grande
https://i.imgur.com/XcLvNTR.jpg
Much like the Model 60 Corona before, the RoadCruiser was also sold as a station wagon called the "Rio Grande. It featured the same engine, same suspension and same interior as the standard RoadCruiser, however the Rio Grande had a large rear door to access the back and could be purchased with an extra rear bench. Highly popular with large families, the Rio Grande would see much profit and would be featured in some high profile comedy films, becoming ubiquitous for cross country roadtrips.
https://i.imgur.com/Enh6Wq5.jpg
As with the RoadCruiser, the Rio Grande received multiple facelifts throughout its run, though it did last for much longer, being manufactured from 1965 until 1983, though this was mainly due to the ACA executives believing that a large station wagon was an important segment. The Rio Grande would not receive a replacement after 1983 due to the rise in popularity of the SUV. The name would later be revived for ACA’s large SUV in the 90s.
1969 Facelift
1975 Facelift
https://i.imgur.com/wPW3tfk.png
Montpelier Cavalry
In 1965, Montpelier split their full-size luxury car line into two branches; the regular full-size cars and limousines. With the Crown Cavalry marque being used in the new limousine, Montpelier needed a new name for their latest full-size sedan. As such, the new car would be called the Cavalry.
https://i.imgur.com/K3D1iG3.jpg
Based entirely on the RoadCruiser, the Cavalry was practically the same car. It featured the same engine, the same chassis and almost the same styling, with minor changes to the rear end and a new more “luxurious” grille and extra chrome trim. The real difference between the RoadCruiser and the Cavalry was inside.
https://i.imgur.com/AGhlZpz.jpg
Inside, the Cavalry was nothing like the RoadCruiser. Unlike the premium vinyl seating in the RoadCruiser, the Cavalry had plush luxury cloth and leather seats, AC and heater and a luxury radio set. Suspension was also significantly softened to allow for a much smoother ride. This made the Cavalry one of the most luxurious cars of the time. And since it was practically the same as the RoadCruiser underneath, it also received the 440 “Shooting Star” and could reach 0-62 in under 9 seconds with a top speed of 140mph.
Much like the RoadCruiser it was based off, the Cavalry was updated multiple times with major facelifts in '69 and '75, though unlike the RoadCruiser, the later models of the Cavalry received a very significant change.
https://i.imgur.com/Xybk6hl.jpg
1969 Facelift
Starting from 1969, Montpelier introduced a brand new engine option for the Cavalry, the behemoth, 550CI “Starfighter”. This new engine pushed out 330hp through a 3 speed automatic to the rear wheels. This power gave the Cavarly more grunt compared to the standard RoadCruiser and would later become sought after by hot rodders to tune up the 550 to make even more power. Naturally, the large engine came at a significant cost to weight and fuel economy, which meant that the Cavalry only managed 7.8 US MPG.
https://i.imgur.com/Nlwe9MT.jpg
1975 Facelift
Much like how the 440 "Shooting Star was heavily detuned, so was the 550. Power dropped from 330hp in '69 to a measly 214hp in '75. However, miraculously, even with the larger engine and heavier weight due to the luxury interior, the Cavalry managed to achieve a better combined fuel economy compared to the RoadCruiser reaching 9.3 US MPG. Much like the RoadCruiser, the Cavalry also received a brand new “Power-Track” 4 speed automatic transmission with overdrive.
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Those cars are very realistic and appealing.
It’s a new year, and well what do you know, a lore refresh. Man this happens every 5 months or so. ACA might as well stand for Always Changing AAAAAAAAAAAAAAAAAAAAAA…well either way happy new year or whatever and lets restart the lore all over again…third time’s a charm right…right?
EDIT: I just realised it was actually a year go that I made my second take on this car’s lore…what a coincidence.
The Flashy 50s: ACA Corona 1951-1956
An old 1950s magazine advert for the Corona Streamline Deluxe
from left to right: Corona Streamline Deluxe, Corona Fleetline 2-Door Sedan, Rio Grande and Corona Streamline Deluxe Cabriolet
Meanwhile in ACA’s sister company…
1951-1956 Montpelier Crown Cavalry
from left to right: 1953 Crown Cavalry, 1951 Crown Cavalry
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The Flashy 50s Part 2: ACA Corona 1956-1960
An old 1956 magazine advert for the Montpelier Crown Cavalry
From left to right: Montpelier Crown Cavalry, ACA Rio Grande, ACA Corona Fleetline, Corona Streamline Deluxe
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