Automation Legacy Challenge (SEE NEW THREAD)

[cake_ape]

COLLIS CELER 64 (mk2)

Travel fast. Travel in style.

About Collis

Collis is a Canadian car brand that started life in 1910 as a maker of small European inspired sports cars. The brand never made it big and remained a small operation, until it was bought by the large Canadian conglomerate Mons Automotive in 1928. Since then, it has been wholly owned by Mons Automotive, and has seen a large influx of cash for research and development. Collis has benefited from the partnership by sharing technologies and machining expertise of the much larger Mons group, but the brand has been afforded the freedom to stick to what it does best. In effect, it has been incorporated into the Mons family as the slightly more luxury/sporty brand of Mons Automotive. As such, it has close ties with all Mons departments, including Mons Racing and Mons Customs. While the company is distinctly North American, Collis retains its flair for European inspired designs and engineering.

The Collis Celer 54 gained its “best in class” reputation with its forward thinking engineering, superb handling, sportiness and comfort. When it came time to develop the next generation of Celers, the mk2, Collis set out to make the next iteration even better.

The Celer mk2 was introduced in 1958, however the pinnacle of the line was once again reserved for the last year of production and nicknamed after its year of production: the Celer 64. Mechanically, this car was once again the pinnacle of the Celer range; a true Super GT. The engine is the same 2 L I6 block of the previous Celer generation, but the DOHC is upgraded to a 4-valve system. The Weber carbs also make room for the state-of-the-art fuel injection system. The engine’s power is thus increased from145 HP to 175 HP, while increasing fuel efficiency.

The Celer 64 retains the staple styling cues from the 54: chrome accented side vents and stripes behind the rear windows, and spoked wheels round out the luxurious feel of the Celer. If you want to turn some heads as you cruise down the boulevards, this car is your friend!

The sleek profile is not only sexy, but is very functional as well. The enhanced aerodynamics of the car helps it slice through the air faster. The Celer 54 had a top speed just under 200 km/h; but the Celer 64 breaks 210 km/h!

We have ensured that this generation of Celer is better than the previous iteration in every way: it is easier to drive, sportier, more comfortable, more prestigious, and safer.

The interior of the Celer has received a major overhaul as well, but retains our exquisite attention to detail: premium materials and tasteful chrome accents all around, and an upgraded luxury radio system at your fingertips. This is where you can get pampered in luxury while you relax and enjoy the drive.

We have listened to our customers in Araga. The Celer still comes in the four staple Collis colours: Royal Red, Regal Green, Midnight Black, and Bright White. For the Celer we have added three unique colours just for the Aragan market: Bluebird Eggshell, Bronze, and Grass Green. The Royal Red, Bronze, and Grass Green colours are also available as a two-tone with a Midnight Black top.

The colour options don’t end there! In addition to the Brown leather interior, we now also offer Bright Red, Light Blue, and Black leather options.

And lastly, there is of course also a convertible. See all options below:

Colours

You’re ready for a purchase? Well, come on down to your nearest Mons/Collis dealership and choose one of the many premium colour options available.

Automation | ALC2 | Collis Celer 64

[lotto77]

1964 P&A Sportsman Mk.III Flat 6

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P&A since round 1

Having more or less done what they set out to with the Sportsman by making a big splash and impoverishing some fools, P&A happily moved on to being sensible and making other cars to actually make money. However due to the sheer volumes of engines they’d bought, the Sportsman languished at the top of their model line with barely any sales for FAR too long. Eventually a Mark 2 update in 1953 gave it a sane engine and pricetag, but it wasn’t enough to save the Sportsman’s soured reputation.

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In the early 60's, a plan was thought up to replace the aging Sportsman with a brand new and innovative luxury sedan to do one thing and one thing only, beat Jaguar at their own game. In 1964 this resulted in the Mark 3 Sportsman, a sleek, modern sedan meant to provide high luxury while being an engaging drive. Truly a cutting edge car (mostly to feature match Jaguar), it featured a steel monocoque chassis, fully independent suspension, advanced safety, and even power steering as standard.

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The interior was designed to accentuate the dual sporting and luxury feel, with a sportscar-like dash wrapped in leather, metal fittings everywhere with wood panelling, and comfortable leather seats and armrests. Comfort was only increased by the engine, which was marketed as "The smoothest engine on earth" and lived up to that reputation.

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Speaking of the engine, it was perhaps a sign that even though the rest of the car was a clear step forward, the mindset of the company may not have taken those steps too. Designed in collaboration with aircraft engine manufacturer Lyons, the O-260 was still much more sane than the original Sportsman’s engine, being “only” a 3.8L flat 6, but was still the product of a company unfamiliar with the rigors of car engine design. Designed to feature match the XK engine as much as possible, the O-260 had aluminium heads and twin SOHCs, which were both more advanced than Lyons were used to. Add in that it was made with being quite a bit larger in mind, and you get an engine that’s down on power compared to its rival, and almost completely filled the engine bay. It was extremely smooth, though.

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The Mark 3 ended up positioned much lower in the market compared to its forbears, coming in at “only” $3,480 before taxes ($25,600 in today’s money). But to that it brought 208hp, a 217 km/h top speed, and 0-100 in under 10 seconds. It was certainly an impressive car on paper, but only the market could decide its fate.

[Maverick74]

1960 CESMA Rossignol Coupe

After finding modest success with the Colombe family sedan, CESMA began to set their sites on endurance racing to help promote and improve their cars. To do so they acquired the small sports turning company Solario who had been using CESMA's mechanicals for their racing prototypes. Utilizing Solario's expertise, CESMA began work on a small, two seater sports coupe with intentions of bringing it to LeMans.

Construction was much like the Colombe, with an aluminium body on a steel monoque chassis to reduce weight. independent suspension and disc brakes were featured on all four corners. The four speed transmission and ohv engine, the venerable “Poisey” 1098cc inline four, was shared with CESMA’s other offerings.

In the Rossignol, it featured twin single barrel carburetors , high lift cam, domed pistons that bumped up compression, and a tubular exhaust manifold. When tuned for super leaded 98 RON fuel it made 75 horsepower at 6,800 rpm and 62 pound feet of torque at 5,900. This gave acceleration to 60 mph in 13.4 seconds and a top speed of nearly 100.

155/90C14 bias ply tires allow for over .9 lateral Gs on the skidpad and a 124 foot 60-0 stopping distance. The Rossignol’s interior features a sporty blue and white cloth and vinyl upholstery to match the exterior and an AM radio. Pricing starts around $20,451 AMU after taxes and yearly service and taxation costs should be around $935.

[Bbestdu28]

The 1959 BMA Somptueuse Break de Chasse

It is equipped with the "Double six" V12, which consist of 2 of the previous 2.4L I6 combined together. Although the maximum capacity of the engine is 4.8L, the version powering the somptueuse has been reduced to 3976cc to be less impacted by the displacement tax (752$ per year, and 2 257$ when new). The engine is designed to rev up to 6 500 rpm, but it can withstand up to 7 300 rpm, thanks to the forged internals. Producing 240 hp and 334 Nm, the engine can be tuned easily, for whatever usage you want. If the V12 is to much, the Somptueuse can also come with a 3.3L V8, the "Double quatre", which is made from the 1.6L I4. Reduced to 2.6L, it produces 192 hp and 244 Nm. And if shooting break are not your cup of tea, you could always go for a coupé or a cabriolet. So with a combination of two engines and three body styles, you could always choose the one fitting you.

Enough with the engines, let's talk design: The double headlight design, being tweaked, is still present, such as the wing-mounted front turn signals. On the rear, the same taillight design is used, in addition to upper lights to comply with the light visibility rule.

The all-leather interior is carefully handcrafted, and, on the "d'Araga" special edition, this leather come from Aragian cattle. The colors of the car, both exterior and interior, is determined at will by the customer, although the Bleu Céleste and the Rorange are the basic colors. Concerning the "D'araga" special edition, the car comes painted in the National Purple and White, while the interior is colored in the National Gray and Black. Coming with A/C and Electric operated windows, as factory, it is important to know that the soft top on the cabriolet is electrically operated. On the Break de chasse, the tailgate window is also openable, from the interior and the exterior, for an easier access to the loading bay.

Gallerie

[Arn38fr]

‎

In 1964, Aileron marketed the third generation of its compact family sedan. It is now called Carcane. Despite its higher cost, this car remained faithful to an aluminum body. This choice allows it to display a limited weight and to use smaller and more fuel-efficient engines.

It abandons its central headlight which had caused a lot of talk for more conventional optics. It also adopts a fashionable boxy style. This small family car is still front-wheel drive.

Sensitive to the criticisms of its customers, the interior is treated in a much more luxurious way.

It is equipped for the first time with electric windows.

[Quneitra]

1960 Munot 4C Berlinetta

Company origins

Munot is a company from Schaffhausen, Switzerland. Originally founded as HSM (Holtzmann Schaffhausen Motoren) by a Mr. Andreas Holtzmann and Sandro Kobelt, to build racers for motorsport competitions as well as for coachbuilding, they ended up building the HSM V8 GT car, their first designed entirely for commercial sales. That wasn’t a commercial success,
but the prestige of the vehicle managed to put Holtzmann and Kobelt on the map. So, the two founded Automobile Munot AG - taking its name from the fortress overlooking Schaffhausen - on the back of the old HSM company, to pursue the development of a mass market car. This would later become the Munot Helvetia, released in 1959, so they are relatively fresh to the scene.

Lore

During the development of the Helvetia, Kobelt and Holtzmann sketched a concept for a second Munot vehicle, one that would offer needed diversity to Munot’s lineup and a safeguard in the event that the (expensive!) first Munot vehicle was a failure. While the Helvetia was a fast yet stately luxury car, this concept would need to be suited for mass motorization, which made it actually a more difficult project in some ways. And much like the Helvetia, this car would also have to stand out on it’s own.

Both Holtzmann and Kobelt came from a racing background, and with motorsports rapidly increasing in popularity after the war, what better than to try to give the people a taste of that experience? This car would become a sort of “personal sports coupe”, capable of sportscar performance - or at least as close to it as possible - while still providing the comfort and usability needed in a personal car, with the difference being it’s usability as a daily vehicle versus being a toy. To emphasize it’s uniqueness and it’s intended versatility compared to most other coupes, it was called the Berlinetta - later the 4C Berlinetta due to it’s 4-cylinder engine. Much like the Helvetia and Switzerland as a whole, this concept drew on a number of neighboring European influences; in particular the Italian automakers’ experiments in fast road cars and German developments in luxury and safety, as well as the rising American muscle car fad. And like the Helvetia, it would be produced at the new Emmen industrial center.

With limited finances, the 4C Berlinetta would share a lot with it’s big brother, the Helvetia, in order to save on development costs. This included the wishbone suspension, the 4-speed transmission, the dashboard layout, and even the engine was literally the Helvetia’s V8 cut in half. However, this also meant that the 4C Berlinetta saw a lot of features not common for a car of it’s market or size. It would have a unibody construction to save weight and improve crash resistance, which had long been in use with German manufacturers. A highly refined power steering system was included as standard, which was inspired by the introduction of American premium cars into the Swiss market. The success of radial tires in racing, and the adoption by the Italians and French in mass market vehicles like the Giulietta and Traction Avant made the 155HR15 the tire of choice for the Berlinetta. Also adopted from racing were front disk brakes, giving it significantly better stopping ability. The interior was nicely furnished - though simpler than the Helvetia - with a radio and heater/cooler as standard, proprietary leatherette upholstery, and aluminum accents with some chrome and a walnut wood insert. The aluminum was used both to save weight, and to emphasize the sporting qualities of the car. An unusual center console configuration was used instead of a dashboard, like on the Helvetia, built on ergonomic principles of the time and inspired by aviation, the main industry of Emmen.

As mentioned before, the new motor for this car was essentially the expensive Helvetia V8 cut in half, with the 4-speed transmission being the same, though the engine was heavily tuned and optimized. Even with strict noise and efficiency targets, the 1.6L HK495 motor put out nearly 95 PS and over 137 Nm of torque, with 80% of peak torque being reached at just 2000 rpm. The gearing was similar to the Helvetia, in that it was a compromise between daily usability and sheer performance; the gears were relatively short, but long enough for gears 1 and 2 to handle most daily driving speeds. Though it wasn’t as fast accelerating as it could be, this setup still gave it a quick, spirited feel, and soon the car became referred to as the “Meteor” internally.

Pierre Junod, the brilliant and unusual safety engineer who’d helped design the safety features of the Helvetia, brought his ideas to the smaller Berlinetta. He and his team created a space-efficient passenger cell and crumple zones with the assistance of licensed MB patents, padded the dashboard to reduce impact injuries, added seatbelts for the front passengers based off of Swedish feedback, and also designed a shorter steering column and placed the fuel tank over the rear axle. Though small, they hoped that it would be one of the safest cars of it’s class.

In order to focus on the Helvetia, the 4C Berlinetta’s launch was delayed by a year, to 1960. At launch, the only version available was the /9, or “Strich Nuun”, which retailed for a respectable 11,215 SFr or $17,600 AMU. The only at-cost option available was an interior package that added a sunroof, better radio, and replaced the faux leather with real leather. 8 exterior colors were available along with 4 interior colors, and for an extra fee a customer could pay for a two-tone scheme, like in the 4C Berlinetta depicted.

Shortly thereafter, derated engines became available for those looking for more efficiency, and in 1962 the Rapide ultimate performance variant was offered. Other options and refinements were added to perfect the Berlinettta. In 1961, a 3-speed automatic was available as an option; in 1962, rear disk brakes also became an extra-cost option. In 1962 rear lap belts became standard, and in 1963, four-wheel disk brakes were now standard. New body styles were also added, with the cabriolet 4C Spyder in 1961, and the rarer 4C Variant wagon in 1962.

Production lasted until 1966, with it’s successor, the '67 Munot Meteor, being a direct continuation of the lineage. Holtzmann and Kobelt had hoped they had an innovative classic on their hands with this car, but only the market could ultimately decide how it would be remembered.

Gallery

How to best enjoy a drive through the woods.

[donutsnail]

1964 Cabirou Bolero GT 313

Lore

In the 1950s, Cabirou’s plans to enter the Aragan market were put on an indefinite hold, as the company shelved all forms of expansion and searched for a corporate partner to shore up it’s perilous financial situation. After finding such a partner in the form of Turból Corporation, plans to expand to Araga resumed, with a new twist: producing models locally in Araga, based on their new North American intermediate platform.

It was decided the new North American intermediate platform would give the Cabirou a versatile platform to offer a variety of related products: the Carlisle sedan, Carlisle Park wagon, the Rosson coupe, and the Bolero coupe utility. With long distances between Aragan cities and a highway system connecting them, the large, long-wheelbase platform would take long distance travel in stride while providing ample interior and luggage space.

New parent Turból, always keeping an eye on motorsports, noticed a developing motorsports culture in Araga: touring car racing, endurance racing, and a burgeoning track day scene. They urged Cabirou to produce sporting variants of the new model, and offered their 313ci “A Block” OHV V8 and independent rear suspension for use. Cabirou, also noticing the high average wealth of Araga, applied these to alongside opulent touches to create the luxurious yet sporty “GT 313” models. In addition to the aforementioned V8 and IRS, GT 313s received a center console, well-appointed bucket seats, a tachometer, a phonograph, power windows, a vinyl top, a limited-slip differential, upgraded brakes, a high-capacity fuel tank, front and rear sway bars, a lower ride height, and wider, radial high-performance red-line tires. Cabirou felt the trim would be a logical fit for Rosson coupe, but also, interestingly, offered the trim on the Bolero coupe utility as well.

Thus was born, the Cabirou Bolero GT 313. With a cargo bed just shy of 7 feet and an overall length of 205", the Bolero was taxed as a 2000cc utility vehicle, despite the GT’s 5.1 liter engine and suspension that eschewed much of the standard Bolero’s towing and load capacity. This made the Bolero GT 313 significantly more affordable than it’s Rosson coupe counterpart, and made for a quite unique high-performance model, something Cabirou believed Aragan consumers were yearning for. Although the V8 was given lower compression as a safety net against lower quality fuel, the V8 produced 243 hp at 5600rpm, allowing the Bolero GT 313 to makte the sprint to 100 kmh in 7 seconds flat, while pulling .89g on the skidpad.

Additional Photos

[Knugcab]

Now that’s probably the most beautiful car I have ever seen on that body. Nice!

[AMuteCrypt]

Even though the new update has tweaked some stats, I will not be extending the deadline. You still have a week, which is more than enough time.

I will, however, be allowing one resubmission, no questions asked.

Also, I haven’t been checking compliance as cars came in, as I have been exceedingly busy. I’ll get back on that soonish, I’ve had exams, IRL stuff and work.

[AndiD]

1962 Mayster Triumf S0 1.6

The Mayster Triumf was the brainchild of Archanan maritime-turned-automotive engineer Andriy Mayster. Against all odds, he managed to establish a tiny car manufacturing operation on the western shores of Lake Mara in the early 1960s together with some of his engineer (and enthusiast) friends.

The result was a car like no other in Archana at the time - and a car essentially without a market in its home country. Mayster therefore relied almost solely on exports in countries with markets open to Archanan products - and on things like handling performance demonstration events (and word of mouth) to actually sell the car.

Mayster’s own maritime engineering experience was instrumental in developing the Triumf’s fibreglass body. The 1.6l flat-4 pushrod engine was based on the block and head of the Continov A65 pre-war aircraft engine but was otherwise of modern 1960s technology. Production in the necessary small quantities was arranged through a Mayster engineer’s personal connections in the Archanan aircraft industry.

The first - and at that time only - Mayster car model went on sale in Fruinia, Dalluha and Araga in 1962. Retroactively called “Series 0”, it was an 85 hp 2-seater convertible with a 4 speed gearbox weighing just above 900 kg. While there was still some room for development in the car, Mayster needed to start sales to keep funding their operation.

And since Mayster could get their hands on healthy quantities of surplus yellow paint originally intended for aircraft roundels, customers could get the Triumf in any colour, as long as it was Archanan yellow…

[abg7]

1960 Wolfram Wyvern

Replacing the Wanderer in the Wolfram lineup, the Wyvern was the company’s first car with such technological advances as a fully independent rear suspension and four-wheel disc brakes. This made it a more obviously sporting machine than its predecessor, especially with its engine enlarged to 3.0 litres - good for 150 horsepower and 170 foot-pounds of torque, and thanks to its sleek new body, this increased output yielded a top speed of 125 mph and a 0-60 mph time of 8.3 seconds.

Inside, occupants were treated to a full premium interior with an AM radio, genuine wood and leather trim, hydraulic power steering, and some of the most advanced safety systems available at the time. Despite its more sophisticated underpinnings, the Wyvern retailed for just $19,000 AMU at launch, putting it within reach of the common man, and thereby making it a popular choice among enthusiasts and amateur racers alike.

[Prium]

1960 Fitz C900

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Entering the 60’s, Fitz sat in a pretty good position. The company earned solid reputation with the C90, which proved to be a capable off road utility truck that could compete against bigger vehicles, and it was quite successful. However, the C90 had some notable limitations; it small size made the car somewhat expensive for it’s cargo volume capacity, and the low ride height made the truck prone to undertray damage when fully loaded.

With those things in mind, Fitz designed a bigger, cab-over variant of the C90, dubbed the C900. This truck was aimed directly at the C90’s known flaws. It had a much bigger cargo bed, and a raised 426mm ride height

It was powered by a new 2.8L inline 4. making 100hp and 220Nm, as for the suspension, traditional live axles were installed on the front and the back. Comfort was somewhat improved with some additional features like an AM radio. Buyers were also able to install some modifications straight from the factory, like a complete toolbox, an extra fuel tank, additional side footstands and more

[AMuteCrypt]

Just a reminder to everyone, entries are due in two days. I’ll post a proper list of submission status later today.

[AMuteCrypt]

A summary of entries - please let me know if I have missed something.

• Permission to release all entries, no lobbying: @MrdjaNikolen
• Permission to release just the current entries, no lobbying: @Lanson
• No comment on releasing entries, no lobbying: @abg7 @Bbestdu28 @donutsnail @Fayeding_Spray - @Quneitra
• Permission to release all entries, lobbying done: @cake_ape @Conan @Edsel @Knugcab @lotto77
• Permission to release just the current entries, lobbying done: @ChemaTheMexican @kargath @Madrias
• No comment on releasing entries, lobbying done: @AndiD @Arn38fr @BannedByAndroid @GassTiresAndOil @mart1n2005 @Maverick74 @Petakabras @Texaslav
• Explicit opt-out from releasing entries, lobbying done: @Executive @Interior @Mikonp7 @TheYugo45GV

Placement into all or “just current” is somewhat based on how I’ve read your statements, please feel to send a DM correcting me. Opting in/out is not required; everyone with no comment will just be opted out. Lobbying is optional too.

[AMuteCrypt]

Pinging @karhgath because I forgot a letter.

[mart1n2005]

I opted in to having my cars releases btw, I put it in the message with my car that I resent

[SheikhMansour]

370bhp. 160mph. Outrun your foes. OMC Bonneville.

[ldub0775]

CENTURION 7400

Every truck in that Centara dealership got there on the back of a Centurion truck

[voiddoesnotknow]

shitshitshit i need to get this out

[LS_Swapped_Rx-7]

muricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamuricamurica

1964 Mercer Lancaster 365

A FANCY LUXURY CAR WONT STOP US FROM TYPING IN ALL CAPS

THERE IS NO BETTER WAY TO DO LUXURY THAN WITH A GIANT LAND BARGE WITH A MASSIVE V8 MOTOR. BUT THE ONLY ONES WHO KNOW HOW TO DO IT WELL ARE THE AMERICANS, AND NOW WE HAVE MADE IT SO DAMN CHEAP THAT EVEN THAT DYING HOBO ON THE STREET CAN BUY ONE. SO GET YOUR ASS DOWN TO YOUR LOCAL MERCER DEALER AND BUY THE ALL NEW LANCASTER ALREADY. THANK YOU AND GOD BLESS AMERICA.

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