Automation Legacy Challenge Thread 2 - Round 4 Active

Nobody expects the Fr*nch

Renwoo GT, cheap Sportscars for everyone!

((Also “Sans pitie” Turbo version, you can’t have))


Hi all, license plates have been updated - including a limo plate - and rules around ATS have been added after being left behind in the last thread.

Knightwick 2000TC & Knightwick Italia

Launched in 1970 the TC is Knightick’s newest sports sedan, sold as the 1800TC with a 1.8 four cylinder engine and here as the 2000TC with a 2.0 inline six

Standard equipment on the 2000TC is generous with front disc brakes, vinyl roof, four speaker 8-track system and full leather upholstery.

The Italia is an Italian styling house designed coupe or convertible based upon the TC.

It is powered by the 3.0 Knightwick “sprint” V8 mated to a four speed automatic gearbox making this an accomplished highway cruiser.

The front end is dominated by a full width polished grille with four headlights hidden behind vacuum powered light covers.

Ilaris of Araga


Ilaris is in a pickle. While Aragan sales were good, the introduction of new stringent emissions regulations at home and abroad are putting a severe dampener on their operations going forward. To reduce costs, the Aragan division has been getting more and more independence from its parent company - functionally being independent from Ilaris at home, barring shared staff and leadership.

Their acquisition of the Fruinian Saberin company has finally been completed fully however, adding another subsidiary to the list. Already, only a year in to being part of the Ilaris group, there are talks of fusing and relocating either of the two - or transferring personnel and selling off the company to an Aragan firm. Besides that, newly acquired expertise in the production and tuning of rear-engine, rear-wheel-drive cars is sure to at least mildly dampen the effects of this new era of low power, economical vehicles.

Ilaris of Araga has, in the financial situation it is in, procured new cars and new engines - designed for Araga’s stringent regulations - and hopes to sell it to customers in and outside Araga. These cars were designed with the last of the surplus from previous sales, so it’s not the most well-funded endeavour, but it’s now or never, and bankruptcy would be inevitable, if it’s a miss.

Continuing on fusing or relocating the company, there are even talks about permamently relocating the headquarters to Araga, where the sales are highest. Production facilities and the Ilaris metallurgy division would remain where they were, but leadership would shift over to Araga, leaving the original headquarters in a switch-a-roo.

For '71: SM3 Ilaris Imperial S & TL E10

^ Pictured: IloA Imperial S

While the previous generation of Imperial was jam-packed with innovations and new features, including a fancy-pants mechanical fuel injection system, standard three-speed automatic transmission, standard luxury interior, advanced safety systems and an all-new chassis design specifically for Araga, this generation builds on the last and cost-reduces it to meet emerging market conditions. Gone is the three-speed automatic being standard, and the flat-six. Instead, you get a four-speed stick, and a flat-four. A respectable 100 horsepower from an engine with less than 2 litres of displacement, with no fuel injection. Instead, the complicated, expensive and unreliable fuel injection has been swapped out for a four-barrel carburetor, significantly reducing costs, in both servicing and acquisition. Some of the materials on the inside have also been cheapened, many considering the base model S to only be premium. But for a price of 14,500$, and the small-but-powerful engine resulting in less tax, it should be a fairly good deal.

^ Pictured: IloA Imperial Turbo L

Maybe you’re more of a big shot, but financially minded as well, and 14,500$ is too cheap, unprestigious for you. But maybe a Minex Danazine F6L is a bit of a stretch, especially in these times. Sitting around where the original Imperial S sat at around 27,500$, the Imperial Turbo L is dressed for success…if you turn a blind eye to where the cost cuts have been made.

Indeed, the venerable V8 was axed. Abysmal reliability, comparable to some track cars, and incoming emissions regulations sealed the fate for the high-strung small engine, even with its impressive power for its displacement. Instead, Ilaris went scrambling in the parts bin of stuff lying around, and found an all-aluminium V6 engine. Slapping a turbo on made the rather dimuinitive a bit peppy, at 2.4 litres and 175 horsepower. What the turbo also increased was noise suppression, scoring a mere 22.5 in the Aragan cabin loudness tests, making it among the quietest cars on offer, though the vehicle was designed so that servicing was quite the pain and pretty darn expensive to boot, exacerbated by the fact that it was a hot-air turbo to save weight and was prone to knocking once the air temperature got higher. A primitive knock detection system (assumedly with the +1 turbo and +5 fuel system quality) would cut the engine’s output to prevent knock once it detected the characteristic pinging, but that’s an undesirable quirk regardless.

Despite these, the car still got some significant upgrades over its predecessor. The L and Turbo L came standard with a new, solenoid-electronically controlled four-speed automatic, and retained the same build quality that the previous generation had. All for about the same price.

Specifications (Imperial S E10)

ILARIS Imperial S E10
Wheelbase: 2.76 metres
Length: 4.47 metres
Width: 1.74 metres
Tires (F/B): 185/65R14 / 205/60R14 Medium compound

5 full seats (2/3)
Premium materials, high ventilation cloth upholstery, soft-touch plastic dash and interior ornaments
Entertainment: Premium four-speaker stereo-8 set

Advanced 70’s safety suite

Engine: ITE Tiger-4S 2.0 100
1943cc DOHC 8V Boxer 4, Ethanol E10
Aspiration: NA 4-barrel carburetor
75.9 kW @ 5200 rpm
159.5 Nm @ 3700 rpm

Longitudinal Rear-engine, rear-wheel-drive
Four-speed manual transmission std.
(1) 2.68 (2) 1.49 (3) 0.93 (4) 0.65 (FD) 4.45 (R) 2.81

0-100km/h: 9.1 seconds
Top speed: 188.1km/h
Skidpad: 0.75g (s), 0.71g (f)

Economy: 9.1L/100km
Curb weight: 1071.1kg
Servicing costs: 817.6$
Price: 14,500$

Specifications (Imperial Turbo L E10)

ILARIS Imperial Turbo L E10
Wheelbase: 2.76 metres
Length: 4.47 metres
Width: 1.74 metres
Tires (F/B): 185/65R14 / 205/60R14 Medium compound

5 full seats (2/3)
Luxurious materials, leather upholstery, leather and soft-touch plastic dash and interior ornaments
Entertainment: High quality luxury 4-speaker stereo-8 set

Advanced 70’s safety suite

Engine: ITE Cougar-T 2.4 180
2437cc DOHC 12V V6, Ethanol E10
Aspiration: Non-intercooled turbocharged, 4-barrel carburetor
130.5 kW @ 5200 rpm
290.8 Nm @ 3700 rpm

Longitudinal Rear-engine, rear-wheel-drive
Four-speed solenoid automatic std.
(1) 2.78 (2) 1.43 (3) 0.86 (4) 0.59 (FD) 3.96 (R) 2.93

0-100km/h: 8.0 seconds
Top speed: 224.7 km/h
Skidpad: 0.74g (s), 0.70g (f)

Economy: 12.8 L/100km
Curb weight: 1208.0kg
Servicing costs: 1470.6$
Price: 27,500$

(C) Ilaris of Araga - Blah blah blah legalese, stuff and things, stop reading, please I beg of you
Capable Motors Co.! The new 1970 Capable Conveyor!
Introducing a practical family hatchback! Seats 5! Proven reliability, after hundreds of hours of testing at our ruthless Idaho proving ground! Rugged durability. The most capable.

25.7 miles per gallon
88.5 mph top speed
Independent front suspension
8-Track player
Price: A whopping $7,678! Budget price without budget quality.

The 1970 Capable Conveyor Bolt! A first for Capable! A capable sports coupe! Super fast. Carefully crafted handling tuned after thousands of laps around the Idaho proving ground. A deluxe interior tailored by the Seattle design company Gary Arts. Easily modifiable engine! Replace the air intake in as little as 30 minutes. New exhaust manifold only 20 minutes to replace! Increase the speed and acceleration of your own Capable Bolt! Warranty still applies after any modifications!

115 mph top speed
10.0 acceleration 0-60
Rack and Pinion steering
Rear wheel drive
Gas mono-tube dampening
5-speed manual
Independent front suspension
8-Track player
Deluxe interior
Price: $9,648. Budget price without budget quality.


BetterDeals returns with 3 products. Lets start with the non-cars.

Meet Canned Air. For all your breathing needs!

We have a budget option too!

Air, no need to buy a can! Just buy the air!|attachment (25.5 KB)|attachment (14.8 KB)

Now, onto the car.

Simplify, then add lightness - Colin Chapman

Meet the HPD Sport. For all your sporting needs. Power? What’s that?
Grip is all you need. Being super light allows it to go around a corner at a probably dangerous speed.
But hey, not our problem.

Buy now for under 6k!|attachment (86.6 KB)


Hikaru has come to Araga at last.

An up and coming car manufacturer from Yamato, all the way on the south-eastern corner of the world!
We’re not promising that you’ll all like our cars, but we do hope that at least someone out there does…

First, our smallest motorvehicle:

1970 Hikaru 360 “Mijikai”

Equipped with a tiny little 360CC motorcycle engine but a bed large enough to fit a horse citation needed, this is our motorcycle-based Kei truck. When you’re driving it though, keep in mind it is a motorcycle, so you won’t do well in a head on crash against a DCMW… It does have relatively modern safety, but please don’t count on it, you’ll die in a head on crash anyway.

And now for the everyday person:

Hikaru Katana HT (Hikui Tokoro) ACT V3 ARAGA-LHD

A lot of people are in this situation. You’ve just looked through a car magazine. You’re an 18 year old Aragan (or from Yamato) in 1972 and you’re looking at a brand new Knightwick Italia. Oh, it has a V8! Popups? 4 speed auto? Well, dream on kid, there’s only one car that’ll please your ocerprotective mother whilst still being slightly cool. And that car is the Katana HT.

Our economy car for the everyday person. 1.8L, four speed manual, open differential (we’re sorry), it’s all you need and nothing you don’t. It’s about 12,000AMU so hopefully if it doesn’t get taxed too much, it should be pretty cheap too!

And finally, the main event:

The Hikaru Katana YR (Yaiba Racing) ACT V3 ARAGA-LHD

Picture this. You want a relatively fast car, one that’s able to fit you and your racing friend, but you’re not willing to fork out the cash to buy something lux like an Imperial Turbo L. Well, Hikaru engineers had you in mind!

Our halo car for you all, equipped with a 2.7L straight 6 designed by the engineers at DCMW @moroza , pushing out about 140HP, a five speed manual and a limited slip differential, it’s hopefully not that bad as a sports car. But that’s for you to find out, eh? Have a good time in this buzzy little idiot that we made for you.

And now for our segment from Hikaru Heavy Industries!

That’s not all that we’re bringing… If you’re ever in need of some clean clothes, we’ve got that sorted too!

The 1971 Hikaru Heavy Industries Power-Wash 100

With a powerful motor with the all-new Power-Wash technology, an easy-to-use control system and a pre-wash detergent holder, this washing machine is ready to take on the stiff competition we have in Araga!

Note - Please don’t drive this.

That’s all folks, it’s your new Hikaru salesman, Hikari Mayumoto, signing off!


1970 Kyrios Nike S2 2.0 Coupe
1974 Kyrios Nike S3 1.6 Roadster

(OOC: This post supersedes my previous post in this thread, due to new developments)

Kyrios (‘Ma(y)ster’) is one of the very few boutique manufacturers of roadsters and light sports cars from the Elefthera Soviet Republic in the far east (seen from an Aragan perspective).

Its sole car, the Nike (‘Triumf’ ‘Triumph’) debuted in 1957 with a 1.6 litre Roadster (retroactively called S(eries)0) and by 1970 the trim range had evolved to the S2 and a 2.0 litre engine for a Roadster as well as a Coupe (submitted as first ALC car). These sold for healthy margins outside the eastern socialist block but found hardly any market inside the block due to pricing.

Due to Kyrios’ success with their S2, the Eleftheran government had mandated in the early 70s that Kyrios develop a ‘people’s roadster’ to be sold for about 2/3rds of the price of the regular roadster.

Through strict cutting of features, Kyrios offered this stripped down 1.6 litre Roadster (submitted as second ALC car) as part of the Nike S3 range from 1974 onwards (with much slimmer margins than the other two trims). The two other 2 litre models (not submitted) stayed in the S3 line-up and received minor upgrades over the S2 such as an 8-track instead of a radio, a different rear light cluster, and different bumpers and grille.

For the Aragan market, the new rear light cluster had to be modified to house brake lights and tail lights separately, so that the external reverse lights of the S2 had to be retained for the export models.

(OOC: Since the main country of this world’s socialist block is Greek, the car name is a straight translation of my ‘canon’ Archanan roadster as submitted for ALC1 and 2 (iirc). The next rounds are looking good for Wara, as Kyrios/Mayster only have a single product in their line up anyway…)









Ilaris Aviation

Ilaris’s aviation division, mostly focused around marketing, selling and maintaining Ilaris’s assortment of aviation engines, had been somewhat secretly been working on an aircraft themselves. Development was accelerated following the market crash, to get the side project out of the door. And thus…

For '72: Ilaris PT72 Tiger 300
(Imperial for scale, banana rotted)

The idea with the -72 Tiger 300 was speed. Usually, aircraft in its ‘light twin’ class cruise around 140-200 knots, depending on displacement and turbocharging. Ilaris aimed for 220 knots. Long nose, short wings and big, powerful engines were a requirement for this. The long nose was easy, the short wings, less so, while keeping the aircraft within acceptable performance figures at shorter strips. The big, powerful engine? Ilaris has a whole thing for that.


Enter the 6.8-litre ITE Aero Tiger 300MP, a turbocharged, water-cooled 300 horsepower monster. An all-aluminium casting kept the engine light despite the added kilos from the water cooled architecture, fuel injection kept it efficient, and even allowed it to have enough overhead with its turbocharger for it to run on standard E10 pump gas - hence the MultiPropellant designation - and achieve signifcantly lower operating costs due to not having to open the wallet for AvGas, which was leaded as well, thus making it a relatively ‘clean’ aircraft, even though it did gush out black smoke out of the exhaust at full power.

Of course, such speed basically relegated it to extreme daredevils with a bucketload of cash to splurge on a twin prop, or businesses. Ilaris Aviation decided the latter was probably a more existent category, and lavishly furnished the interior of the Tiger, as much as weight tolerances would allow, with leather seats (or fur seats, for those who wanted to be more comfortable in more adverse climates and avoid the stickiness of leather, even with HVAC), plush lined interiors, individual ventilation, many soft plastics and more leather to be safe, allowing it to seat 5 passengers plus a pilot in lots of comfort, as long as the engine’s ruckus was somewhat ignored (though you could throttle down and cruise more efficiently and quieter if you wanted to).

The pilot got plenty more treats. Standard fare instrumentation - the “T” layout, albeit with the variometer on the other side - but many more features like an autopilot system capable of level changes, climb rate hold and the usual heading hold. Gone was the propeller pitch lever, being replaced by an automatic pitch adjustment system for its four-blade variable pitch propellers, with an innovative auto-feather function. Mixture was also automatically handled, but this was more a thing associated with the fuel injection rather than the computer systems.

The safety side of things weren’t ignored either - all doors got explosive bolts allowing them to be opened regardless of being damaged, blocked or otherwise, and allowed external safety pins to blow out the doors for rescuers. It also got fire extinguishers on both engines, and a two-pump hydraulic system. To cap it off, all important surfaces got anti- and de-ice by way of fuselage skin heaters.

Now, by no means was this supposed to be a plane for the masses. Even non-turbocharged, de-luxurified versions still retailed for prices that’d make most people’s eyes water. But for the rich few who wanted to get their morning coffee by airplane, or more likely the board of directors needing to transit the country at a moment’s notice and with great speed, it certainly was one of the better options out there to save some money on fares and save time in the meanwhile. So, do you happen to have 200,000$ (1972) around? If so, you might be in for the ride of your life.


Here’s an Imperial, posting in front of airplanes you can’t afford! An Imperial is an entry-level premium car, and THAT is a twin-engined Ilaris PT-72! That is serious… I can’t do the voice anymore. Yeah, even in the 70s they were throwing this at ya. See that Ilaris PT-72 Tiger… it’s… it’s total money. Even today, you come to a fly-in in a freakin’ PT-72, people are like OOOOOOHHH. If you bought an Ilaris Imperial you weren’t that rich or you were… you were not the type of person to roll around… in… a- il- The Ilaris PT-72, those e- each engine is like four hundred cubic inches. And here you are, in your Imperial, tryna pretend you… no, no. Maybe you could own a Cessna 172. Maybe. If you owned a PT-72 Tiger at any point in history you’re driving DCMWs.