Bronx Motor Company - B38J


Thank you for coming along in this journey through time. The story of Bronx Engineering is that of one man’s passionate journey through automotive history. I hope you all enjoy the vehicles and engines as much as I enjoyed making them.

Thank You,

Bronx Engineering Motor-Works LLC, Est. 1970

Bronx Motor Co., Est. 1975

  • Bronx Motor Cars, Inc., est. 1975
  • Silverstone Cars, Ltd., est. 1975 (Previously Silver Stone Motors, est. 1920)
  • Bronx Special Technologies, LLC, est. 1973

Jormungand Bronck was born on October 1st, 1928 in The Bronx, NY to Swedish father and Lebanese mother who immigrated to America after WWI.

He was fascinated by cars and engines since childhood - having built his first modified performance engine at age 13 from his father’s 1938 Jaguar SS100 by taking the 3.5L Straight-6 up to 160hp from the stock 125 ponies, allowing it to reach a top speed of 112mph in 1942. His attended Georgia Technical Institute and graduated with a Bachelors in Mechanical Engineering in 1948, a year early.

He was offered a job with Silver Stone Motors upon graduation and left for England to pursue his automotive dreams with his family’s blessing. Within his first year at SSM he began to rise within the company’s engineering ranks to be assigned lead engineer in their Motorsports Division. His first project, a racing variant of Silver Stone’s flagship car, was set to enter in the 17th running of the 24 Hours of LeMans.

The rest is history.


Bronx Motor Company/Bronx Engineering Motor WOrks (BMC/BEMW):

  • Taipan (310)
    • GT 200 '70
    • GTS 240 '72
    • GTS '76
    • GTP '78
    • GTR '78
    • GT-LM '82
    • BST-8 '82
  • Mamba (412)
    • GT S24i '73
    • GTO S24ti '78
  • Fer-de-Lance (611)
    • GT 5.0 '75
  • Krait (215)
    • 35i '75
    • S 40i '78
    • S Touring 40i '78
  • Boomslang (214)

Carroserie D’Avant:

  • Fantome Mk.I
    • Roadster S '53
    • Coupe R LM '55
    • GT '60
  • Fantome Mk.II
    • GT '75
    • GTO '78
    • Coupe D’Luxe '78
    • Roadster D’Luxe '78

Harmon Cars:

  • Aspire
    • V12 '60

Silverstone Cars:

  • Deluxe Sport Mk.II
    • LeMans Coupe '49
  • DeLuxe Sport Mk.IV
    • Volante '60
    • LeMans '60
  • DeLuxe Sport Mk.V
    • GT '65
    • Volante '66
    • LeMans '67
    • Signature '72
  • DeLuxe Sport Mk. VI
    • 420GT '79
    • V8S '82
    • “Super Six” Turbo '85
    • 500GT '88

Chapter 1.1: Entering the World Stage

The most prestigious motor sports event in the world was making its return after a 10-year hiatus due to the Second Great War.

Jormungand’s talents had been proven within Silver Stone Motors in his short time there. Now, it was time to see how his project performed against the greatest machines in the world from Aston Martin, Talbot-Lagos, Delahaye and newcomer Ferrari (who’s cars were already making waves after success at the Mille Miglia).

He took SSM’s DC122FF 2.2L V12 engine and bored it significantly, as well as shortened the stroke to get it to rev up to 6800RPM and make more usable torque at higher speeds. The prototype car was putting out consistent sub 1:40 times at the company’s private airfield test track.

The improved 2.4L V12 had an increased output over the base car of over 50 extra horsepower. There were concerns about fuel economy for the 24-hour race, but considering the lightweight construction of the car, SSM felt confident it would perform well and be reliable enough to finish the race. They had to take a chance!

The car finished 8th in the race, completing 206 laps, one place and one lap behind a privately entered Aston Martin DB2. It was also the only other V12 car in the top 10 finishers, with the overall win going to a private Ferrari team and their 166 MM race car. It was the first time Ferrari entered and won the fabled endurance event.

A formidable effort and outcome convinced Silver Stone to enter the car in the next two races, as they were already developing the successor DS3. But Jormungand Bronck had other plans.

He left Silver Stone Motors in 1951 and began work on his very own engine design. He began seeking investors for his latest brainchild.

Market Details:


  • GT Premium: 97/84%
  • Convertible Sport: 90/20%
  • GT: 90/60%
  • Track Premium: 89/55%

Silverstone - DS2 - Deluxe Sport II LM (1949).car (29.6 KB)


As an early postwar sports car the DS2 LM would have acquitted itself very well against contemporary opposition, and sure enough, it did just that. It really was the car that started Bronck’s rise to greatness, as its skillfully tuned engine proves - and the rest is history.


Chapter 1.2: The French Connection

Following the 1950 and '51 racing seasons, the DS2-LM was struggling to win races. It managed 4 podium finishes in 2 years. The vehicle had weak front brakes and SSM wouldn’t allot enough to the Motorsports budget to develop better equipment. This frustrated Bronck and led him to leave the company that gave him his start in search of creative freedom.

He took his designs and left the company 2 weeks after the 1951 24 Hour of Lemans. Word had spread around the industry that Silver Stone’s lead engineer had resigned, citing creative differences with management. Jormungand had been working on his own engine designs in private and claimed that with enough funding, he would have a new V12 platform ready for production within a year.

He reached out to various private race teams and manufacturers, but nobody would take his 1-year claim seriously, especially considering the amount of money he was seeking.

In the fall of 1951, a small French outfit reached out to him. They were designing a new sports and were in desperate need of a competitive engine. Jormungand stipulated that his designs stay with him, regardless if he stays with the company a year or a decade. He wanted to own his designs and patents. The manufacturer considered it was a huge risk with a huge possibility of paying off and hired Jormungand Bronck under a 5-year contract and allowed him to own his engine designs.

In 1953, Carroserie D’Avant released their brand new car, the Fantome Roadster S. It was sporting a brand new 36-valve 3.0L V12 that made just over 190hp and weighed under 1000kg, giving the car a formidable 15mpg on 98 Super-Leaded.

The car was an instant hit in France, and soon the rest of Europe, as was outperforming Rivals from Jaguar, Silver Stone, Aston Martin, and Ferrari - and it was more affordable. This led D’Avant to commission the development of a fully fledged race variant to enter in the newly established FIA World Sportscar Championship.

For the first time, Jormungand Bronck had his “signature” on a car by way of his own branded engine. The FA36/32 V12 platform, nicknamed the Bronx 250.

Market Details:


  • Convertible Sport: 232/69%
  • Sport: 150/59%
  • Convertible Sport Budget: 142/26%
  • Convertible Sport: 125/94%
  • GT: 122/90%
  • Track Premium: 108/80%
  • Light Sport Premium: 102/73%
  • GT: 94;93.7%
  • Sport Budget: 87/32%
  • GTP: 83/92%

D’Avant - Fantome - Roadster S (1953).car (36.1 KB)


Chapter 1.3: All Eyes D’Avant

The year is 1955 and Carroserie D’Avant was set to lift the shroud of secrecy surrounding their road racing variant of the successful Fantome Roadster. Ferrari’s cars had won 6 of the last 7 Mille Miglia races, and the French outfit felt it was time to do something about it.

They entered two factory-backed Fantome Coupe R LM’s into the race. An accident, when the driver of one car attempted to swerve to avoid livestock crossing a street, and the subsequent damage to the front suspension guaranteed the car wouldn’t finish the race. Thankfully the driver and navigator weren’t badly hurt, but out of commission.

The remaining car went on to finish the race in 10 hours, 44 minutes and 55 seconds, effectively locking Ferrari out of the podium for the first time in 7 years. It was an incredible accomplishment for the manufacturer, and Jorgunmand Bronck, who was spectating to see how his engines would perform was proud of his accomplishment, but not yet satisfied.

Stirling Moss and Juan Manuel Fangio put on historical performances and would be embedded in motorsports history when the car numbered 722 crossed the line. Bronck wanted that.

D’Avant entered 2 cars in the 24 Hours of LeMans 2 months later, a tragic race that would lead Mercedes-Benz to drop out from motorsports after a catastrophic accident led to over 80 spectators being killed in the race. One vehicle DNF’d due to a clutch failure and the second retired with only 3 hours to go due to a failing fuel pump.

After the events of the race, D’Avant also withdrew from motorsport, leaving Bronck wondering about his future. Having one year left in his contract with Carroserie D’Avant, Jormungand began contemplating his options.

Market Details:


  • Track Premium: 187/73%
  • Convertible Sport: 175/56%
  • Sport: 173/45%
  • Super: 169/95%
  • Light Sport Premium: 163/63%
  • GT: 155/84%
  • Convertible Sport: 134/92%
  • GTP: 116/90%
  • Sport Budget: 115/25%
  • Convertible Sport Budget: 109/19%
  • Track: 98/35%

D’Avant - Fantome - Coupe LM (1955).car (32.0 KB)


Chapter 1.4: Household Name

Jorgunmand Bronck returned to his hometown of New York in the summer of 1955.

It was a his first time back in America in 7 years - by this point he had been moderately successful in the auto industry as a lead engineer. His career wasn’t over, far from it, but he lacked direction. After going out for a drive with his father in the old Jaguar SS100 which he modified for him as a kid he was inspired.

On October 1, 1955 Jorgunmand Bronck walked out of 42 Broadway in NYC as the sole proprietor and shareholder of Bronck’s Engineering & Automotive Research, LLC. With a loan, he set up a small engine factory in Hunt’s Point capable of producing 200 engines a month. It was a small start, but he knew what he had to do in order to build his automotive empire, and it was going to take some good old-fashioned elbow grease.

He intended to make engines for European and American markets and with the name he had made for himself, he soon found himself unable to meet demand for his reliable FA36/32-250 and powerful 250R. In 1956 when his contract with D’Avant expired, he licensed his engines to them as the Fantome Coupe and Roadster had proven to be incredibly popular.

By 1957, Bronck’s Engineering added a medium factory to their supply chain to continue churning out Bx250’s. The same year he was approached by his former employer, Silver Stone Motors, in search of a new engine. After years of lackluster performance in motorsports and dwindling sales of their luxury sports cars they were in need of a new powerplant to take their upcoming DS4 flagship to new heights of performance and prestige.

The Bronx V12 would spawn two new variants: The 267 for road use and 247R for racing. They engines and the compact DS4’s proved to be a formidable combination.

The DS4 Volante sported a silky 3.2L V12 which made for comfortable cruising with a refined ride quality - its suspension handled proper twisties with ease, with enough power to overtake anything on the road. The DS4 LM had a screaming 7,500RPM redline.

The DS4 LM finished 5th in class (8th overall) behind a quartet of Ferrari 250 GTO SWB’s, completing 285 laps, in the 1960 24 Hours of LeMans. The car continued to have a moderately successful run in the FIA World Sportscar Championship GT 3000 class for the next 5 years scoring 10 class podium finishes, including a 2nd-in-class (5th overall) nestled between 2 Ferrari 250GTO’s in the 1964 LeMans race.

Market Details:


  • Convertible Sport: 186/48%
  • Super: 150/95%
  • Convertible Super: 146/92%
  • Muscle Premium: 124/80%
  • Track Premium: 116/71%
  • GTP: 100/90%
  • Light Sport Premium: 94/58%
  • GT: 93/82%
  • Convertible Sport Budget: 90/14%
  • Muscle: 90/30%

Silverstone - DS4 - DeLuxe Sport IV Volante (1960).car (34.5 KB)

Market Details:


  • Super: 191/95%
  • Track Premium: 164/73%
  • Light Sport Premium: 138/60%
  • Muscle Premium: 135/81%
  • Convertible Sport: 124/50%
  • Sport: 113/39%
  • GTP: 103/90%
  • GT: 95/83%
  • Convertible Super: 94/93%
  • Muscle: 91/30%

Silverstone - DS4 - DeLuxe Sport IV LM (1960).car (35.7 KB)


Hi, coming out of the woodwork to say that your designs have been really interesting so far, and it’s a lot of fun watching you work your way through them in our Discord.

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I suspect you’re going to like what comes next, as the company makes its way into and through the coming decades.

Chapter 1.5: Made in the U.S.A.

The 60’s were a complex and vibrant time in America.

Jormungand’s engines weren’t a common sight on American roads, or any domestic vehicles. What transpired over the next few years would set the foundation for Bronck’s Engineering come into their own as a manufacturer of fine automobiles.

B.E. completed their second engine factory to expand production for exporting of the 250 V12’s in 1957. The original Fantome continued production until well into the 60’s with minor updates to the interior, safety features, a sleeker exterior and an optional 267 V12. By 1960, D’Avant began shipping left-hand drive Fantome bodies to have the engines installed in Bronck’s NY factory for sale to the American market.

Market Details:


  • GTP: 176/91%
  • GT: 158/87%
  • Convertible Sport: 138/60%
  • Sport: 133/49%
  • Muscle Premium: 130/84%
  • Family Sport Premium: 116/61%
  • Muscle: 111/39%
  • Sport Budget: 88/25%
  • Super: 86/96%

D’Avant - Fantome - GT (1960).car (33.7 KB)

That year, J. Bronck was approached by a contemporary and admirer in the form of the founder of Harmon Motor Car Company, Joseph Harmon, at the North American Auto Show in Detroit. At the Silver Stone Motors booth, on display were the new DS4 cars and between them an FA36/32-267 engine on a stand with a plaque beneath it that read “Made in the U.S.A.”

Harmon told Bronck “I want one of those in my cars.”

The two struck a deal for Bronck to supply 4,800 267 V12’s over 5 years to be used in a new luxury sedan to be co-developed and released for the 1962 model-year.

The Harmon Aspire released to critical praise for its refined ride and isolated cabin. The smooth and powerful V12 rivaled entries from Lincoln, Cadillac, and Mercedes-Benz. In 1965, it received the upgraded 268 V12. Unfortunately, plans to expand production never came to fruition after the 5-year contract expired.

Harmon’s company suffered financial difficulties, despite the success of the Aspire. The rest of their lineup wasn’t able to compete with other American powerhouses and they were absorbed by a larger company in in 1969. The Aspire name lived on, and with better marketing and a completely new design and engine under a different marque it became a staple of American luxury.

The original went on to be a collector’s item.

Market Details:


  • GT: 138/85%
  • Muscle Premium: 104/84%
  • Family Sport Premium: 101/53%
  • Premium: 93/53%
  • Convertible Premium: 92/62%

Harmon - Aspire - GT V12 (1962).car (37.0 KB)

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Chapter 1.6: A Dying Breed

After moderate success in GT-class racing with the DS4 LM, Silver Stone Motors was ramping up for a class win.

The release of the Silver Stone DS5 GT ('65) was greeted with universal praise by critics and customers for it’s light and rigid construction, snappy steering, and a smooth 3.2L V12 that loved being revved. The car featured an interior and suspension focused on comfort and luxury over sportiness for the first time in its lineage. It was the right call to make, as it became a commercial success for Silver Stone and Bronck’s Engineering who supplied the power units.

Market Details:


  • GT Premium: 169/94%
  • GT 161/90%
  • Muscle Premium: 137/84%
  • Family Sport Premium: 114/64%
  • Sport: 110/50%
  • Covertible Sport: 94/64
  • Muscle: 89/39%

Silverstone - DS5 - DeLuxe Sport V GT (1965).car (39.3 KB)

This wasn’t without some bittersweet feeling. The world of sports car racing was evolving and it left SSM wanting to achieve more, but also finding itself outclassed for the overall win at LeMan, let alone a constructor’s title in the World Sportcar Championship. Desptite a 2nd-place finish in the GT 3.0 class behind (and ahead) of Ferrari at the '64 race, the GT class overall went to Shelby in their Cobra Daytona Coupe, which sported a massive 4.7L Ford V8. Even though there were only 6 laps separating the top 4 GT cars, the Prototypes were a dozen laps ahead of that pack. This was the beginning of a downward trend for 3-liter GT cars.

1965 saw 24 GT class entries, with 10 cars in the +3.0L classes. Even though SSM didn’t have a factory-backed entry, there were 2 DS4’s running under a private team. Completing 308 and one DNF laps, the private team’s car managed to defeat the AC Cars factory team (304 laps) - which was running a Cobra Daytona Coupe - for 2nd overall amongst GT cars, behind the Ferrari 275 GTB which completed an impressive 3rd-overall 340 laps. The overall win going to a Ferrari 250LM Prototype car.

In 1966, Silver Stone dropped the top on the DS5, introducing the Volante variant. It featured smaller rear seats, a softer suspension, and longer gearing for cruising. That year saw only 3 vehicles enter in the GT Class at the 24 Hours of LeMans, no SSM entries.

Market Details:


  • Convertible Sport: 136/56%
  • Convertible Super: 129/94%
  • Muscle Premium: 122/85%
  • Super: 104/97%
  • GTP: 97/92%
  • GT: 94/87%
  • Convertible Premium: 91/65%
  • Sport: 84/44%

Silverstone - DS5 - DeLuxe Sport V Volante (1966).car (41.9 KB)

Silver Stone hoped the Bronx V12 would someday be the answer to the Colombo. Being a realist, Jormungand knew his engine had limited capabilities. An experimental mule was able to extract 380hp from a 3.2L block, but it wouldn’t last beyond a few hours running at full tilt. Still, the racing public, enamored with the new DS5’s silhouette wondered collectively if there would be any racing in this car’s future.

1967 featured only 5 entries in the GT Class for the 7th round of the World Sporscar Championship at LeMans, marking the 2nd consecutive year without an entry - private or factory-backed - by any Silver Stone cars. The DS5 LM was introduced at the 1967 Frankfurt Auto Show where they accepted orders for cars by private racing teams, with sales opened to public gentleman drivers in early 1968.

Featuring a displacement over 3.0L in a race car for the first time, the Silver Stone DS5 would be competing directly against the Ferrari 275GTB and Shelby Cobra Daytona for GT Class supremacy for the next few years. Even though all eyes were on Ferrari vs Ford in the Prototype class, the DS5 LM garnered a loyal following. The car was beautiful in motion and made a glorious noise. It was also deemed an underdog, despite formidable performance, for being the only American V12 achieving any success in the WSC circuit.

The vehicle continued to race until 1971, the year before new FIA regulations made its 3.2L engine ineligible for racing. Silver Stone Motors also pulled all factory-backed efforts out of contention as they considered financially impractical for them to pursue developing a new Prototype vehicle to contend for the endurance supremacy.

Highlights include a class win in the 1970 race, where a contending Corvette C3 failed to qualify due to not completing the required distance. SSM’s car managed 301 laps. But would soon find itself constantly falling behind the lighter, more reliable swarm of Porsche 911’s that began to outnumber every other car on the track in years to come

Market Details:

  • Super: 165/97%
  • Muscle Premium: 153/85%
  • Track Premium: 125/76%
  • Light Sport Premium: 122/65%
  • GTP: 120/92%
  • Sport: 116/44%
  • GT: 110/87%
  • Convertible Sport: 105/56%
  • Convertible Super: 100/94%
  • Muscle: 81/34%

Silverstone - DS5 - DeLuxe Sport V LM (1967).car (38.7 KB)


I will be posting a few more entries in the saga this week. I had been crunching numbers all week to figure out the next family of engines and the cars they’ll be going into.

The next chapter will be the first with Bronck’s Engineering as an independent carmaker, designing and producing their own vehicles.

I hope you guys will like it!

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Chapter 2.1: Engineering Excellence

After years of success as an engine supplier, the time had come for B.E. to dive into the world of manufacturing and sales.

The learning experience from their partnership with Carroserie D’Avant was invaluable. The two companies continued their cooperation working together for a next-generation Fantome and a new premium hatchback.

  • 1965: B.E. partnered up with Italian design firm Sostanza, to design their very first production model. The goal was for it to be a reasonably affordable, fun, and refined sports car that was also to be homologated for FIA Group 3 racing.

  • 1968: Five working prototypes were built with Bx268 engines updated to run on 91RON unleaded matching the output as the regular 268 – they were to be exhibited and advertised at Auto Shows across America and Europe.

The original “Bronx” V12 engine was expensive to produce and didn’t have mass appeal. There was also much uncertainty in the future of FIA Appendix J regulations, a lot of manufacturers were struggling to keep up with the Porsche 911’s in the GT class - Sports and Prototype engines weren’t a profitable option for B.E. at this junction - the trend signaled towards small displacement and turbocharging. Bronck’s solution would be a family tree of modular platforms in various configurations with a focus on reliability and performance – his Idea was that driving was fun and he wanted a pure driving experience to be available to everyone.

B.E.M.W - 310 - Type (28.0 KB)

  • 1969: The Bronck’s Engineering 310 Type I prototypes were tuned in some of the most demanding roads and circuits in America and Europe for the next 2 years extensively before its official debut in the fall of 1970 to mark the company’s 15th anniversary. Motorsports was at the heart of the company, but they also wanted to appeal to the everyday enthusiast and inspire future generations with the spirit of racing!

  • 1970: Official establishment of the Bronx Engineering Motor Company. Bronx Engineering Motorworks (BEMW) was established as the manufacturing and sales brand for the company - their first production vehicle was the 310 Taipan, which became available in a variety of configurations throughout the years.

Taipan GT 20i (310): The base model received the Q20A - a 2.0L SOCH-16V naturally-aspirated Straight-4 with mechanical fuel injection producing 120hp. Power and torque delivery is smooth and responsive, as is its light chassis and refined suspension.

RECEPTION: It was a critical and commercial success: they sold 5,000 cars in the first 3 years and 1,000 cars almost every year for the 12 additional years the base model was produced. It received electronic fuel injection in 1980 with the Queens Q20B engine. 17,000 total units made.

Market Details:


  • Sport Budget: 101/59%
  • Sport: 90/92%
  • Muscle: 89/85%
  • Fun Premium: 83/86%

B.E.M.W - 310 - Taipan GT (1970).car (36.0 KB)

  • 1972: The Taipan GTS 24i was introduced. The sport trim was a direct challenge at Porsche’s 911 in Group 2 racing.

Taipan GTS 24i (310): The car’s lighter weight was aided by a Q25A engine making 156hp from 2.5L of naturally aspirated displacement. It featured wider wheels, lower and stiffer suspension along with a special bumper to make it stand apart from the base model.

RECEPTION: The car praised for being balanced and responsive. Only available in a 5-speed M/T, which also made it very quick and nimble in the twisties. In 1982, it was upgraded to the Q25B which brought Electronic Multi-Port injection and made 165hp. 10,000 units made

Market Details:


  • Sport: 106/87%
  • Muscle: 93/50%
  • Sport Budget: 93/50%
  • Fun Premium: 85/78%
  • Family Sport Premium: 82/90%

B.E.M.W - 310 - Taipan GTS (1972).car (35.0 KB)

  • 1976: The limited-edition Taipan GTS S18ti “1776 Edition” had a stiffer chassis, lighter interior panels and engine internals, and minimal safety equipment.

Taipan GTS S18ti (310): Featuring magnesium wheels as well as a very special Queens Q18T engine - a 1,776cc Turbocharged Inline-4 making 180hp - made this Taipan ready for FIA group 3 GT2.5 racing. 2,552 units made

RECEPTION: This vehicle was very exclusive and sought after, especially considering it was one of the few American cars of the time that could challenge Porsche on the track and the backroads.

For comparison, the U.S.-Spec 911 Carrera 2.7 of the same year made 160-175hp depending on region, the European car made about 200hp.


Market Details:


  • Sport: 122/83%
  • Sport Budget: 110/52%
  • Muscle: 103/74%
  • Convertible Sport: 98/90%

B.E.M.W - 310 - Taipan GTS-T (1976).car (37.3 KB)


It took me long enough, but I’m finally happy with sharing my latest post,. It took me so long because I was obsessing over the details.

I’ll soon post a few more trims for the Taipan model line. I’ve also gotten my hands on BeamNG so I’ve been taking more time to tune my car’s handling and whatnot on that game. That being said, I’ll be revising my previously posted vehicles as well as posting the (dot)car files for them to share them with all of you.

Since the latest update to the game brought with it numerous changes, I figured I would take the time to update my currently shared creations to the latest game version as well as apply newfound knowledge to make the models better.

I’ll be updating my old posts with new images, updated stats, and (dot)car files for you all to enjoy. Thank you!

All posts before No. 10 and older have bee updated.

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Chapter 2.2: Apple Pie, or 1975

  • Excellence in engineering comes at a cost. A had been in the works for a few years already, it would prove to be versatile in the long run despite the gas crisis and new emissions regulations in full effect.

  • To raise money and gauge interest in the power plant,Jormungand made some calls and got in touch with industry contacts and previous owners of Bronx cars and engines.

  • 20 customers were secured for an exclusive proof-of-concept sports car. The profits were to be use for further development of the platform for reliability and mass production.

Fer-de-Lance (611): 1975 was the 20th anniversary of Bronck’s Engineering & Automotive Research being founded an engine manufacturer in 1955. The Fer-de-Lance was a powerful and fearsome muscle car replete with the latest in suspension and engine technology. As opposed to live axles, it employed semi-trailing arms out back. McPherson struts were the choice for the front. Staggered 17" wheels were wrapped in 225mm tires up front and 245mm in the rear, behind them were 14" and 12" vented rotors front and rear with 2-piston calipers at each corner.
The “Brooklyn” B50C V8 engine feed almost 400hp to the rear tires via a 5-speed MT. Keeping the two occupants supple and barely isolated from the roaring power plant is a hand-made all-leather interior with suede headliner and door inserts.

RECEPTION: It performed unlike any other muscle car on the road. Only 20 unites were produced, and began the tradition of B.E.M.W. releasing exclusive anniversary edition models.

Market Details:


  • Muscle Premium: 127/76%
  • Super: 110/96%
  • GT Premium: 109/72%
  • Hyper: 94/96%
  • Convertible Super: 96.8;88%
  • GTP: 85/92%
  • Convertible Super: 82/94%

B.E.M.W. - 611 - Fer-de-Lance (1975).car (37.2 KB)

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Chapter 2.3: Executive Brach, or '75 pt.II

  • The reveal of the Fer-de-Lance garnered interest in the brand and what it stood for. Power, precision, and style. Inquiries were coming in for the car, but all 20 units were spoken for.

  • Prospective customers were allowed to reserve an upcoming model which would sport a more docile version of the same engine in a 4-door executive package that would be available later in the fall of that year.

Krait 35i (215): The base model saw use of a 3.5L SOHC V8, making 200hp at 5900RPM and going up to 6500 revs. The chassis was stiff and responsive for a car its size, tipping the scales at 1,270KG.

RECEPTION: The reviews were mostly positive and more orders came in, guaranteeing B.E. would have a hit on their hands. Production on the B.E.M.W. 215 began the summer of 1975 and by the fall the cars were in showrooms throughout the country; 25,000 units made.

Market Details


  • Muscle: 107/67%
  • Sport: 96/76%
  • GT: 91/97%
  • 91/83%

B.E.M.W. - 215 - Krait 35i (1975).car (34.1 KB)

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Chapter 2.4: Iconic Performance, or 1978

  • 1978: This year BEMW would give to the world two of its most successful engines: the B41A and Q25C came with the respective trim designations 40i and S24i.

  • The Taipan proved to be commercially successful for B.E. which led them to have numerous variants made, including for FIA homologation classes which earned a number of class victories in endurance racing and touring car leagues.

  • The swansong for the Taipan would comprise of two limited-run, very special editions.

Taipan GTP 40i (310): A luxury spin on the Taipan formula, it is capable of holding 1G on the skidpads and reaching 62mph in 6.66s. Large brakes to bring it to a halt in 116’ from that speed. This Premium Taipan remained refined and quiet at highway speeds. A comfortable cruiser for the discerning gentleman, or lady, the interior was entirely leather, except for the rugs.It was given beefed up suspension to handle the brawny 4.1L V8 engine, The B41A.

RECEPTION: Originally only vailable in 5TM and later with a 4AT, it became more demanded than anticipated so B.E. decided to include it in its regular sales program as a trim option. 6,400 units made.

Market Details:
$41,600 (5MT)


  • GT: 136/95%
  • Sport: 129/66%
  • Muscle: 112/57%
  • Muscle Premium: 101/92%
  • Fun Premium: 84/50%
  • Family Sport Premium: 83/76%

B.E.M.W - 310 - Taipan GTP 40i (1978).car (37.0 KB)

Taipan GTR S24ti (310): While the GTS 24i and S18ti were achieving success in Group 2 and 3 racing, Group 4 required a little more punch. The engine co-developed with D’Avant for the Fantome Mk. II was stuffed into the Taipan - stiffer suspension, bigger brakes, and lightweight materials throughout made it a legitimate sports car contender. The 2.5L Turbo-4 was pushing an impressive 350hp and revved over 7K RPM. The aluminum suspension components kept the car at a lean 1056kg.

RECEPTION: In the four years the car was produced, only 2,000 units were made and sold. About 300 examples were entered in different race leagues throughout the world with varying degrees of success.

Market Details:

  • Sport: 136/65%
  • Muscle: 110/55%
  • Super: 102/98%
  • Muscle Premium: 100/92%
  • Hyper: 84/97%
  • Convertible Sport: 82/76%

B.E.M.W - 310 - Taipan GTR S24ti (1978).car (27.0 KB)

Krait S/STouring 40i (215): While the Krait had a home with many happy customers, something was still left to be desired by other holdouts. In 1978, B.E. stuffed the B41A into it. In 1980, a station wagon was added to the model lineup dubbed the Krait S Touring. 10,000 Krait S sedans were made, and 5,000 Krait S Touring wagons.

Market Details:


  • Muscle: 111/55%
  • Sport: 110/64%
  • GT: 92/94%
  • Family Sport Premium: 84/75%

B.E.M.W. - 215 - Krait S 40i (1978).car (34.1 KB)

Market Details:


  • Muscle: 112/58%
  • GT: 109/96%
  • Sport: 102/68%
  • Family Sport Premium: 86/78%

B.E.M.W. - 215 - Krait S 40i Touring (1980).car (32.9 KB)

1 Like

These are some very interesting and kind of quickly made designs but they are giving me design ideas. Good work chief.

1 Like

Thanks! They weren’t so quickly designed, if I’m honest. Most of the time went into the engine units and transmissions so that they’re shareable between cars with same setting for more authentic feel to the lineup. That, and a lot of time went into the suspension and wheel/tire setup to make sure there are no engineering warnings and the cars actually handled good in BeamNG.

The designs are deliberately simple, I was going for more of a classic and timeless look. Something that would look good even in a different decade.

1 Like

Hello, to all who follow this thread…

I’ve been a little busy with work but I enjoy this game very much and will continue contributing to this forum and updating this thread. After a number of recent updates to the open beta branch, I’ve been able to fix the melted cars and other issues that prevented me from posting more.

Also, enough has changed that I want to update old posts to reflect changes. I’ve got some cool rides in store, I hope you will like them.