CMT - The reboot

Now that the game engine has changed, the old abandoned thread has become useless.

See it here
The cars and engines are now different, although there will be many similiarities. Enjoy! All prices are with some (but not excessive) markup.


CMT was founded by Christoph Martin Thandor in 1945. He migrated from Frunia to Gasmea and, after the WWII had ended, he saw the chance for mass motorization in Frunia. He started to earn money in Gasmea until he had the money to expand back to his home. Starting with horrendous debts, he was able to present a full model lineup in 1946.

CMT uses one engine in two variants to power all the cars to save cost - the developement resources have been already extremely expensive. To have a perspective in Frunia, those cars were really small for Gasmean habits, which seemed like a clever choice as there were no 1:1 comparable cars selling on the market. All cars were well-known for advanced safety features like dashboards with soft padding, flexile steering wheels and enforced doorlocks still working when bent as many people were dying every day on the roads. The suspensions were rather stiff to keep those simple constructions controllable even at higher speeds.

The first car was the “Touring Special”, a 3,4 meters short car with a 1500ccm OHV inline four delivering 60 horsepower - more than enough for just 772kg. The car reached respectable 135 kph, going 100 in 17,8 seconds. Together with the really spacious, clever interior an interessing car scoring as fun premium and family utility premium, selling as good as wanted by the bank. 14 liters consumption were not much for its power back then. Price: 8500 $. Suspension layout: Two solid axle, the front on coil springs, the end on leaf springs.

The “Touring Executive” not seen in the pictures, but almost identical to the “Special” trim features a 2000ccm variant with 80 horsepower, reaching the magical 150 kph limit and needing just 13,7 seconds to reach 100 kph - a true muscle car with some utility. Its $ 11.400 price tag might be ambitious, but it did sell some units. 15,7 liters consumption were still bearable as this car also offers more comfort than the “Special” trim.

As the “Touring” was really small from the outside, CMT wanted some real family cars in the showroom, for the Gasmean soldiers coming home, getting good jobs and founding families in the suburbs. The “Familia” came as Sedan and Wagon, 4 meters in lenght and featuring the larger 2000ccm engine. The sedan with a weight of 1000 kg also reaches 150 kph, needing 15,4 seconds to 100 - that was quick for a four-cylinder ar back then. The $9400 price tag seems reasonnable for a still small, but premium car.

16,8 liters - one more than the Touring Executive. Weaknesses? Well, the trim was rather standard, not having any radio option and even if the interior space is ok - for really large families other brands offer bigger cars. An interessing detail is independent double wishbone front suspension and a rear axle already with coil springs.

The wagon for only $9000 is a six-seater with reasonnable trunk space, Its perfect 50/50 weight distribution allows for good balance, but the 80hp engine has to work hard against the heavier and less aerodynamic body, reaching only 135 kph and 100 in 17,6 seconds. Its 19 liter consumption is already a lot for a four-cylinder car.

Thandor knew that you do not make large profit with bread and butter vehicles right from the start - therefore the RT2000 was offered. The engineering team had to design a sports car around the 2000ccm engine, getting the maximum out of it. The 4.2 meters long car with a weight of only 900 kg allowed for a great top speed of 163 kph, accellerating to 100 in 14,6 seconds.Its balance is perfect, mainly a cause of the “hump” in the car’s rear allowing for two “real” back seats. The car had front MacPherson struts, leaving space for much larger engines for a later evolution and reused the coil spring rear axle of the “Familia” to save cost.

$ 13.150 - a lot for a four-cylinder car, not too much for a sports car. Although having four seats, the car was not accepted as GT as the overall comfort was too low to make it a car for long touring distances. Hard suspension, good safety, light weight with perfect balance - the car copied from contemporary British cars and added some rear seats. While all other CMTs feature a three-speed manual transmission, the RT2000 offers a full-syncromesh four-speed to please enthusiasts.

And last but not least CMT offered just the opposite: A van, the “Torpedo”! Thandor believed in the recovery of the world economic and planned just a car for those tasks. As vans were really sluggish cars with no interest in handling, this car was a real surprise. Built on a modified Touring Special chassis, that car was really huge, being one of the largest vans of its time with a lenght of 4,8 meter. This is some challenging task for the 1500ccm engine, needing 25,7 seconds to reach 100 kph. Not really what you could call a torpedo, but well. At least its slightly aerodynamic shape allows for 135 kph top speed - excellent for its time, but on the bad roads of these days those cars barely went over 80. The 3-seater was available for $7900, making it one of Gasmeas most-liked vans for bulky, but not too heavy goods.

In total, the brand had a good start. The cars were unconventional but not unreliable and the company managed to build a whole portfolio upon one engine in two variants. It looks like CMT is able to pay back the money they got from the bank in the next decade.


1949 - a step foward

CMT had engineers right from the start - but no designers. The first cars were designed by the engineers themselves. In late 1947, CMT hired the Gasmean product designer Frank Moss as “Art Director”. He urged for the new “unibody” design, showing no more exposed fenders and panoramic windshields. The leading engine engineer Eddie Lamont squeezed three more horses out of the 2000ccm four and mated it to Moss’ new design. The Familia never took real advantage from the independent front suspension, so the “2000S” goes for solid axle coil all around. The dimensions are slightly grown compared to the Familia,
The engine needed a lot of engineering, as the materials were revved beyond their limits at already 4000rpm. As result, the engine was smooth, reliable but also quite costly in developement.The excellent torque of 152nm@3000 rpm was a good push foward in daily use. For the price of $ 9400 the trim was rather poor, offering no real improvement compared to the standard Familia. The car was able to maintain the 150 kph top speed, accellerating in 15,4 seconds to 100, needing 17 liters per 100. Actually, the 2000S was no improvement over the Familia, as it delivers identical specs for the same price tag. A facelift of the Famila would have been enough if the art director would not have insisted so much on designing a complete car.

Frank Moss also created the “DeLuxe” trim, underlining the higher trim level with a set of nice two-tone paint combinations. Premium materials and a modern AM radio feel a lot better than the Familia, but the car loses two seconds to 100kph compared to the standard model, needing half a liter more. CMT calculated with 20% DeLuxes of the whole volume, but every third 2000S was a DeLuxe, although the sales numbers were overall poor in 1949, so the Famila was left on sale the whole year for the conservative customers.
The 2000S has been the first car to be exported to Frunia - but the standard model was too expensive for those who should buy it so the DeLuxe also performed better there in comparison, as the narrow streets required for small premium vehicles.

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Not a bad relaunch at all - you have captured the look and feel of early postwar cars, and added an emphasis on safety for good measure, in an era before governments began to take notice.

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thanks for the nice critique, that gives some motivation here.

1950 - the company gets grip on the road

As the 2000S DeLuxe was surprisingly popular, CMT invested all its resources in the developement of their first inline 6-cylinder engine, under construction since 1948.The CI624-50 was a modern OHV construction, delivering 110 horsepower from 2400ccm. This allowed for more upmarket trims earning the money urgently needed.

2000S DeLuxe 2400/6
Powered by the new engine mated to a four-speed gearbox and having luxury interior, the new model sold steady in Gasmea as a family premium sport car, although many conservative premium car buyers usually going for larger cars took a closer look for $14.000. As that was way too much for Frunia, the car has not been exported.
Its engine allowed for a 167 kph top speed, avoiding engine stress on the highway, and the accelleration of 12,3 seconds to 100 is a lot better than its larger rivals, although the 20 liters of consumption were not impressive even for its time.

2000S 2400/6 Beauville
For $ 11750 you could get the Beauville wagon, featuring premium interior and an average AM radio. The car was an experiment if buyers would go for premium wagons. While the Familia Sedan was dropped, the wagon remained on sale to give a low-end alternative to the Beauville. As wagons were workhorses back then, it is no surprise that the Beauville remained a rare guest on the roads although those who purchased one were happy with it as there was no real alternative on the market. Also no export, Only Gasmean Domestic Market.

2000S C6A

Frank Moss always saw a coupe version of its design. He had a sporty layout in mind that was rejected - CMT boss C.M.Thandor planned the car as mild GT, as the RT2000 with its space frame and rather low comfort will not cannibalize it. The C6A trim features CMTs first automatic transmission, the EasyGlide two-speed automatic. Small size, luxury interior, no excessive power, automatic transmission - elder rich women in Gasmea loved it as much as wealthier people living in the city center, as the car is easy to maneuver in traffic jams. The car was a surprising success for $13.500.

The EasyGlide really hampered performance, as that car needed 20,4 seconds to reach 100 kph highway speed and only reaching 154 kph top speed. At least the consumption was only slightly higher than its manually-shifted twins. The specs of the four-seater were still good enough for Gasmea in 1950, its rivals were not much better.

RT2000 - 246RS

Frank Moss considered the RT2000 as “boring, as if it wants to tell me the large hood is just a freakshow for its small engine”. He changed the front design to dual headlights, allowing the car for more prestige in the rear mirror. To keep up with the looks, engineers used the space of the engine bay to mount the CI624-50.

Nobody was really surprised that CMT used the new engine mainly for its sports car as all it lacked was more power. The new engine fits the car perfectly, propelling the car to 100 in 11,8 seconds and reaching 178 kph top speed. A little disappointing, as boss Thandor wanted it to go 180. Nevertheless the car sold well as the C6A was carefully set apart from it. 17,5 liters consumption and a §16.000 price tag that hurts in the wallet were no reasons not to buy the 246RS.
Surprisingly, the car was exported to Frunia as the sucess of small italian supercar companies encouraged Thandor to do so. It was honored with respectable sales numbers, making the brand more popular.


One pillar of CMTs early sucess was building cars nobody else offered. The HD-1 (which stands for Heavy Duty) was an interesting mix of offroad and utility vehicle, designed to serve difficult tasks on building sites and carrying goods through the many rough landscapes of Gasmea. The 4x4 drivetrain mated to a three-speed manual allowed for good accelleration on every terrain and its already needless ride height turns a creek into a drive-thru car wash.
Yes, it was a drunkard, yes, it was quite expensive for an utility ($10.300) and yes, it looks awful. But there were few alternatives on the market serving the purposes the HD1 was built for.

Start in Archana

To establish an infrastructure in Archana at low cost, CMT offered larger service garages a dealership contract for the 246RS. No investment was needed, and the maintenance could be done by the sales partner. But one sports car is not a lot to offer. CMT would need more models suitable for Archana in a short time to establish itself before the service garages lose the interest.

1954 - the move upward

Boss Thandor knew - if he still wants to build unusual cars with a certain risk AND expand to other markets he has to make sure the domestic Gasmean market runs good. As the large rolling sofas are more popular than ever before, he odered a car placed on the premium and luxury segment. Frank Moss gave it a very reduced and simple styling, differing a lot from the chrome-and-kitschy competitors and adding an ascetic engineer’s touch. At least that is what he thought - the press just called it “boring” and “looking like a '52 model”. Moss also gave it the name “Astrona” to refer to the Jet Age to give it a contemporary feel.

Thandor was clever as well, calling the base model “Supreme”, what makes buyers think they buy a fancy car but it is actually the standard one.

It came with the 110hp inline six known from the 2400/6 and the EasyGlide automatic, as Gasmeans are losing interest in shifting manually. It was accepted as premium car and sold steady, but lacked power compared to the competitors in the $12.500 price range. 24,6 seconds to 100 kph were a lot more than an Oldsmobile, who’s new model features 185 horsepower in standard trims. The CMTs top speed of 160kph was acutally reached downhill in most cases. Some units were sold with no markup to taxi fleets, trying to get sales in commercial fleets. The Astrona Supreme was also sold in Archana, as local garage dealers demanded for more than just the RT2000-246RS. Surprisingly, it was close to what can be called a success.

But Thandor knew Gasmeans love V8 engines and any car with a lenght of over 5 meters needs one. Instead of going for usual displacements between 5 and 7 liters, the CMT CV840-54 engine goes for just four liters in order to save fuel. The design was very unusual, a DAOHC layout with flatplane crankshaft, resulting in a “mean” and “agressive” engine sound rarely heard in rolling driving living rooms like the Astrona DeLuxe.
The trim features again a two-tone paint, luxury materials with power everything and even an aircondition, a brilliant AM radio with station memory and automatic search, and last but not least that unusual V8, delivering 175 horsepower, enough for 190 kph top speed even with the speed-killing EasyGlide, although the push foward declines beyond 170. As this car is surprisingly light with 1650 kilogram, 13 seconds to 100 are a statement in the luxury class, although 26,8 liters cosumption show that the idea of saving fuel with a smaller engine has not paid off.

Nevertheless, it had one advantage: Like many CMT cars it features a good weight distribution, in this case 53 to 47 and a carefully tuned suspension with independent front wheels (double wishbone). While a Cadillac has trouble staying on the road in fast corners, the Astrona DeLuxe follows the corners willingly with resonsive front wheels and a tamed rear axle. The Supreme does this as well, but the buyers did not notice because the weak engine kills the wish to go fast…

The Astrona DeLuxe was yours for $17.700 - that is very close to a Cadillac. Clever advertizement (wallpapers with a sofa mounted on a kart) made it a sucess in Gasmea and Archana.
Knowing that on unlimited Frunian Autobahn topspeed is great prestige and the Astrona’s drivability is good enough to keep up with local Frunian luxury products, CMT tried to sell the Astrona DeLuxe as the ultimate flagship - and had some decent sales.

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1955 - Expansion

After six years, it was time to re-arrange the 2000S model line. The 2000 DeLuxe, 2400/6 DeLuxe, the Beauville and the C6A were dropped, leaving only the 2000S as entry-level car. To please Gasmean taste, both new variants were fitted with the EasyGlide, now more economical than 1950, but still only a two-speed.
Art director Moss still liked the design, changing only the front indicators to larger ones for better visibility. The old 2000 OHV engine recieved another update, now delivering 85 horsepower, a good output for a car of its class. The SE model has a premium interior, but only a basic AM radio, sold for $10.500, a reasonnable price as the car is able to pass the 150 kph limit as well, reaching 153 after a long run for it. It accellerates with 25,1 seconds to 100 as fast as the 1950 C6A with the 2.4 I6 engine. The consumption is rather average with 16 liter. The SE was sold with some success in Gasmea and Archana, for Frunians it was still somewhat expensive and automatic transmissions were uncommon there.

The evolution of the EasyGlide can also be seen in the top-of-the-line DeLuxe trim, featuring the original 1950 I6 engine. Its 164 kph top speed and 18,7 seconds accelleration are far superior over the C6A, as well as the 18 liter consumption. The DeLuxe has the same premium interior as the SE, but a better radio and the well-known two-tone paint. A solid package for $11.650, but sold only in Gasmea as other markets do not need such luxury and power in the 4,2 meter class.

CMT City

The Touring, unmodified since its 1946 debut, was dropped as it was an old construction by now. Archanean dealerships demanded for a small fun car - and CMT delivered it.
The brand new CI164-55 OHC engine delivered astonishing 70 horsepower from the 1581 ccm displacement as well as 113 nm, more than enough for car that is only 3,5 meters short and 770 kg light. To make the car even more unusual, it came with automatic transmission, high ride and stiff suspension. Surprisingly, the car was great fun, although reaching just 135 kph and needing astonishingly long 19 seconds to 100, partly a fault of some wheelspin.
Standard trim, no radio - that is why it is accessible with a $7900 price tag.

Surprisingly, Archaneans love it and even Frunians bought it because it was different from all other cars offered at that time. Gasmeans rather avoided it due to the low comfort, but some gave it a try.
A fun car with no compromise and awkward engineering choices on purpose - this is what CMT was able to do because the more mainstream vehicles had a good run.


For the extra heavy duty use, CMT fitted the Astrona’s V8 in the HD-1. The car was really strong enough for everything, serving where others fail. But it was expensive, had absurd fuel consumption and required noticeable service cost. That car was definitely over the top and was no success at all.


If not in a truck - will the V8 work well with a sports car?
The large hood as now a sense, giving shelter to the Astrona engine. Although the drivability was a lot better than expected, thanks to 50/50 balance and careful suspension tuning as well as clever gearing of the four-speed manual, the overall car has aged since 1946.

Nevertheless the RT4000 paid off its developement expenses in the following four years, as it was still unique - British cars with V8 were still not invented, and the good and (for a sports car) rather spacious rear seats were something you won’t find at other dealerships.
Its overall age was not dampening sales in Gasmea, where it sold excellent at a price of $17900, even Archaneans went for it as it was the only real car in the not-yet-existing “muscle premium” market. Frunians had to wait for a successor.

These are… incredibly simple designs, but they just looks good tbh. I especially love the sedan.

1956 - Evolution, not Revolution

As CMT was able to reliably pay the debts, it was possible to increase the credit line and start to build a new factory in Frunia, as the free capacities are now minimal.

Torpedo 70B
The Torpedo was still selling ok after a 10-year model run, but the customers demanded for new power as the Cargo gets heavier and the competitors larger engines.

Equipped with the CI164-55 and 70 horsepower instead of 60, the car’s performance increased dramatically. Consumption sank by nearlly two liters to 15,7 and top speed increased to 143 kph. Needing 19 seconds to 100, the acceleration is now much better than the turtle-like predecessor what allows for heavier cargo. Slightly better safety with new door locks and rounded interior shapes was a good point as well. The $7900 price tag remained unchanged and the design was updated to a fancier front styling - no wonder that the Torpedo turned back to success.

City DeLuxe

DeLuxe does not mean a luxury car here - but a car much better equipped than its rivals. The interior has premium materials, better heater and double mirror sunvisors - just to name a few goodies. Power steering and progressive suspension setup are more innovations in this car. The basic AM radio is no highlight, but at least the car has one. It was designed for the Gasmean Market as the standard trim was rejected due to its low comfort. The DeLuxe worked even with an expensive $8800 price tag, selling a lot better in Gasmea than the regular City and also being exported to Archana - the market the City was built for.


1957 - The Luxury Year

The Astrona was CMTs cash-cow in Gasmea, but back in the late 50s it was usual to see a new restyled model every year. As the minimalistic styling of the Astrona has not been the big deal back in '54, Frank Moss was under heavy pressure to deliver a good update within the next three years. He decided to make a design difference between the Supreme and the DeLuxe, as both models have different target groups.

The Supreme was mostly a commercial car, often a taxi or bought by conservative elder citizen that liked its good handling, so the car was styled very conventional and for understatement. While the engine remained unchanged, the second generation EasyGlide allowed for better economy and less terrible performance, although 24,3 seconds to 100 were still … sloooow. 22,3 liter for 100 kilometers were still no real bright side, but better than before. A new progressive suspension setup and a new hydraulic power steering made it a car pleasant to drive… if not going uphill. The higher price ($13.800) seems justified and the Astrona Supreme conquered back sales in the Premium Gasmean market, also strong as premium commuter and family car. A surprise was the heavy sales boost in Archana after further improvements to the dealer infrastructure. With its even better handling and the better economy, the Supreme was ready to be exported to Frunia.

The DeLuxe featured the same improvement, making it again the driver’s choice among luxury vehicles. Despite a hefty $18.800 price, it was close to become the best-selling car of it’s class. Running in 13 seconds to 100 and having a 195 kph top speed, 25,3 liter seem ok. The two-tone paint looks great with the painted hubcabs, new on both Astronas. The front design of the DeLuxe features a different grille and a lot of chrome, following the taste of the public. For Archanean and Frunian buyers too kitschy, but there were still enough people going for the luxury car with the best-entertaining driver seat.

CMT Enterprise

The Astrona was not as large or prestigious as a Cadillac - CMT wanted to build the fanciest car offered on the Gasmean market. The Enterprise was basically an Astrona DeLuxe with a larger body and avantgardistic styling and that little bit extra luxury only a Cadillac had. Good suspension, balanced weight distribution - as the Astrona but performance suffered from the heavy body, but the car feels overall dull due to its monstrous size so nobody noticed that.

Moss decided for the usual “minimalistic” design, but added some avantgardistic touches to it, resulting in the car looking much more modern than the competitors. $19.700 seem ok, but the public quickly realized that it was just a souped-up Astrona. The sales stayed below expectations, although the car could not be called a fail. But Thandor realized that the car needs to be more upmarket compared to the Astrona.

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1958 - The real start in Frunia

What CMT still needed was a car for the masses in Frunia. Thandor created a 4.0 meter car with almost perfect weight distribution, independent McPherson front suspension and the 1.6 liter OHC engine in two different trims, the standard C and premium L. Frank Moss designed it well between the City and the facelifted 2000S to fit into the model lineup.

The C came with standard springs, without power steering, standard interior features and basic AM radio, but was easy to drive for a late 50s car and already offered a four-speed manual when most competitors were only available with a three-speed. The Libra was fun to drive when choosing an engaged style of driving, safe and practical. Its $9200 price was still competitive as most Frunian cars in this class offer 10 horsepower less and were not as fun to drive. 14 seconds to 100 kph and a 148 kph top speed was a little better than its competitors, allowing for a rather good prestige. The service costs were ok and 14,2 liter consumption quite bearable.

The Libra L was quite pricey with a $10.500 wanted by the CMT dealer. But it had some goodies: Progressive springs and a power steering were new for Frunians and improved the already good handling and usability, the premium interior was nice to look and grab at, and the standard AM radio was noticeably better than in the C trim. Acceleration decreased to 14,7 seconds and consumption jumped up to 15,3 liter, but the car was also 50 kg heavier and much better equipped.

The painted hubcaps underline the premium approach, the car sold very good in Frunia and was the first choice for those who wanted to go for understatement With its rich trim, it was exported to Gasmea and Archana and was welcomened there. It kept its manual transmission as it was marketed as sporty alternative to larger cars. Exported to Gasmea? Yes, the CMT factory in Frunia has just been opened and the Libra will be the first domestic Frunian CMT model - and Thandor was happy that the plan worked and the car was a strong seller.


1959 - The threshold to a new decade

One of the oldest models, the 2000S, has finally done it’s job. The entry-level 2.0 manual is now unchanged for 10 years and dropped. The successor now has the old name - called Familia II and assembled in Gasmea. Its trapeze design is radically new, although Frank Moss paid attention to keep a certain link to the design of the late 2000S models to prevent depreciation of young used 2000S models and to keep up the corporate design language.

The price of §12.000 is a lot more than before - but the car has become a lot better. Progressive springs, front disc brakes, power steering, premium interior and standard AM radio are included as well as an updated version of the 2.4 inline six, delivering only one horsepower more, but with large progress in response and economy. Reliability and noise have been improved as well. The Familia II offers noticeably larger interior while it grew only marginally in its dimensions compared to the 2000S.
To save developement cost, its suspension has been copied from the Libra, but adapted to the larger 1,1 ton car.

The round taillights are a quote of the flagship CMT Enterprise, and its again a very simple and harmonic styling. The four-speed manual is cleverly geared to prevent the rear wheels from spinning, and the suspension is - like in the Libra - very sporty but a little more harder and stiffer, resulting in excellent handling. Together with the renewed engine, the Famila II is an excellent family sport sedan, reaching 100 kph in only 10,5 seconds and running a good 167 kph top speed. 16,6 liter consumption are average in the field of competitors, but the service costs could be lower.

Nevertheless, it had an excellent start in Gasmea and Frunia, reaching almost sensational sales in its first year. In Archana and - as first car - in Hetvesia the sales were steady, not as impressive as in Gasmea and Frunia, but really so good that CMT dealers had a party every month.
The Frunian police loved it as an undercover vehicle as it was quick, stable at high speeds and reliable for its time. Its body structure and safety were also well above average, protecting the passengers quite good.

CMT Monza

C.M. Thandors idea to name the sports cars after famous race tracks was a good plan - if the rest keeps up with the name .The Frunian-built CMT Monza 2400C, based on the underpinnings of the Familia II, but only 3,8 meter short, was a good offer for $11.700. The 2.4 I6 propells the light vehicle to 100 in just 9,3 seconds, allowing fearless drivers to speed up to 184 kph. 13,6 liter could even be called economical for a sports car. No power steering, premium interior equipment, basic radio, progressive springs - an unusual combination, targetting Frunian domestic sports cars. As usual, the car features “real” back seats, but those two were rather tight, usable for adults only for short distances. Overall, there was not a lot to expect when it comes to comfort. Frank Moss made a good job, giving it a plain front design and a ingenious rear end with a boot like a sedan.

How does it drive? The rear end was tuned to be less stable than the Familia, but still controllable at high speeds for experienced drivers. That made it a successful car in all markets, leading the fun premium segment, especially Gasmea and Hetvesia.

Another experimental car was the Speedolet, basically a CMT Monza convertible with the 175hp V8 taken from the CMT Astrona DeLuxe and CMT Enterprise. This caused the car to have an almost 200 kilogramm extra weight and a consumption that was nearlly three liters higher. Despite its $15.100 price, it was by far the best selling sport convertible in Hetvesia, Frunia and Gasmea, but surprisingly failing in Archana. Fast as a rocket with a 0.100kph in impressive 7,5 seconds, that car was almost unbeatable on a twisty country road, and 213 kph were enough to beat true even more expensive sports cars.

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1960 - A New Era - Part 1

With the arrival of the Familia II Automatic, the 2000S automatic models have done their job and were discontinued. The low ride, allowing for excellent handling is now possible as the road conditions have greatly improved compared to 1949. The car’s specs were not bad, still capable of reaching 163 kph and going to 100 in still more than just good 12,4 seconds. This is mainly possible due to the new ComfoShift three-speed automatic, still affecting economy with 17,7 liter consumption, but no longer killing performance completely. $12.900 were no bargain, but the car really was a good one. Frunians and Hetvesians neglected the automatic as in these countries “automatic” and “sport sedan” together in one car were not really a good idea, but Gasmeans loved it and also Archaneans bought it.

A Gasmean-only model was the V8, equipped with a new 288-horsepower V8 pushing the ComfoShift to it’s limit. Running in 8,8 seconds to 100 and reaching 222 kph, that car made sports car drivers green with envy for $16.500 - less than most real sports car and offering five good seats with an all-premium interior. For a niche vehicle it sold not bad at all. It was again a good police car, this time for the Gasmean Highway Patrol that bought it because it was not too expensive, powerful and underrated by most villains that saw only an unmarked small family car. Service was a bad job for the CMT mechanicans, as 6.2 liter displacement really filled the engine bay.

The 2000S Beauville showed that premium wagons do get some attention, but especially Frunians see wagons as workhorses. For that reason, the Famila II Wagon was the most basic trim, offering still premium interior but only a basic radio, but still power steering. To reduce cost, the old OHV inline four with 80 horsepower known from the 1955-onwards 2000S models was reused. 14,6 seconds to 100 and a 152 kph top speed was a good performance for small Frunian wagons, but $11.000 also quite a lot. 16,2 liter consumption may be a reason of the dated engine desing, having its beginnings back in 1946 and its last update in 1955. But it was proven and reliable what counts the most for a wagon. The car did not sell as much as expected, really bad in Archana, acceptable in Gasmea, Frunia und Hetvesia, but far worse than the other cars. CEO Thandor reacted and asked Eddie Lamont to design a new four-cylinder engine.

Astrona - the split personality

The Astrona recovered after its 1957 makeover, but by 1960, the competitors left it behind - again. To seperate it from the Enterprise that suffers from quickly declining sales, the V8 model was eleminated - dealers were horrified. But at the same moment the new “Special” trim rolled into the showroom. It came with a completely redesigned front end and smaller rear changes, the updated 2.4 I6 engine with a little more punch and it threw away the EasyGlide in favor of the ComfoShift, reducing the terrible RPM drop when shifting. As the car was no longer a rheumatic turtle, it allowed for a complete luxury trim, featuring a great radio and power everything. It also has the two-tone paint formerly exclusive to the dropped DeLuxe. It reached 100 kph in 17,6 seconds and a 167 kph top speed, still slow but a lot better than before, especially considering the trim level. For the first time, mean hills do not frighten the drivers of a I6 Astrona. Its economy was better and with 20,5 liter, almost economical in the nearlly-fullsize class. $16.900 were well between both former trims - the Astrona recovered once again, but did not reach the top again, telling CMT that this facelift was definitely the last one. Surprisingly, it sold better in Archana than in Gasmea, being Archanas No.1 luxury car for a few months.

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1960 - Part 2

Why does the Astrona have a split personality? Well, the updated Gasmean design might be a good car again, but it is not built for Frunian taste and habits. So CMT Frunia developed an own successor, the Astrona II, a 4,5 meter monocoque car with front DW suspension and the well-known solid rear axle with solid springs. Unlike the Familia, the new Astrona is neglecting the sport lessons and delivers good comfort scores. To underline this, the car mates the 111-hp 2400 I6 to a standard ComfoShift automatic. Premium interior, standard AM radio - this is the only trim available in 1960. As well as the Astrona Special, the Familia II models and the Monza the car comes with front disc brakes and a new steering column that breaks on purpose during a hard front crash to pull the steering wheel behind.

For $12.000 the car succeeded in Frunia, selling very good from the start. It was exported to Hetvesia, getting also a good start there, and even to Archana where it was the modern alternative to the Astrona Special Gasmeans had to go for the Familia II Automatic to avoid redundant models. The car offers with 12,5 seconds acceleration and 165 kph top speed comparable performance, even consumption is almost the same. The double-grille design was rather unusual but again simple, a creation of Frunian Head of Design Gaetano Cembarelli.

The car was also offered as wagon for the same $12.000 price, including the same trim and specs, but having a shorter final gearing to keep performance the same, resulting in slightly higher consumption. The car was sold in Frunia and Hetvesia and sold not overwhelmingly good as wagons were still craftsman cars and this one was way more premium, but it offers a good overall package for salesmen, soccer mums and people with a hobby.

CMT Enterprise - Why the Astrona V8 was cut

To get back into the luxury segment and to improve Enterprise sales, they did not only cut off the Astrona V8 but also gave the Enterprise the new 6.2 engine - 288 horsepower and the better ComfoShift stopped by four disc brakes finally allow to stay close behind a Cadillac on the freeway, getting in 10 seconds to 100 and having to quit at 211 kph. Consumption? CMT did not like to talk about that, owners told something about 27 liter…

The design change was marginal, a more modern headlight setup was enough. $ 24.300 are again Cadillac range and even if the car was a lot better than the original 1957 version, sales recovered only marginally - maybe it would have been better to drop the Enterprise and go for a luxury V8 Astrona I.

Luxury for the workers?

More comfort was not only a privilege for the upper class, also craftsmen and delivery drivers could get it if it was the boss worth the $8300 for the Torpedo 70X. It added a simple AM radio, power steering and the new safety steering column to the Torpedo, increasing the driver’s comfort a lot. The X even got a different styling with square head-and taillights. Specs? 18,9 seconds, 145 kph. 16,7 liter - usual for the class, still using a three-speed manual. It was no sales wonder, even if exported to all regions, but that was to expect as comfortable vans were a niche product.

As CMT was a well-known brand, the people hyped for CMTs new sports car, the Indianapolis. It quoted the RT sports cars with its hump in the roofline for the rear seats, offering a lot of space for the second row. Progressive springs and power steering help drivability a lot, but CMT refused to offer it with automatic transmission. You should at least be good enough to shift to be able to drive this car. The rest of the 4,5 meter long coupe was up to date - a galvanized steel monocoque instead of space frame, and aluminium sheetmetal and four disc brakes - a car almost ahead of its time and again perfectly balanced. No more solid rear axle, double wishbone suspension all around. The good old '54 V8 with 175 horsepower propelled the light but spacious car to 100 in only 7,1 seconds and up to 215 kph, consuming 19 liter. Sport interior and standard AM radio are the goodies for the entry-level car. The $19700 price was lower than most Frunian supercars made by small independent and exclusive maunfactors and offering a better build quality. To fit into the CMT model family, the Indianapolis really looked like the larger brother of the Monza and copied many design elements.

You could get more. In this case the new 6.2 V8 for $23.200, helping the car to reach 100 in 5,95 seconds and 240 kph at identical consumption. The better trim offers only the large engine, the interior remained unchanged.
While the 4000S sold brilliant in all four markets and leaded the sports car and GT segment, the 6000R only worked in Gasmea and Hetvesia, as Archaneans and especially Frunians considered it too “premium coupe-like” for a sports car and too uncomfortable for a GT.

for some reason i like the headlights on the astrona… looks like an old mercedes or someting

Yes, it is inspired by the Mercedes W111 I asked myself how an american fullsize sedan with those headlights would look like.

CMT product overview 1960

You can clearly see how much the company expanded since 1946. To fit in one picture, we were only able to provide one example for each model, ignoring different trims and body styles of each model. The City is ending its model run, being too unconventional to have a longer success, the Libra is doing good, the Familia II having a good start as well as the Astrona II, the Astrona I goes for its final goodbye-run as modernized “Special” model, the Enterprise was ambitious but maybe a number too large for the rather young company, the Monza and the Indianapolis please the sporty taste depending on your budget and driving skill, the Torpedo is the re-animated oldtimer in the lineup but still economic as it sells not too bad and the HD1 has never sold good and is fading out.

1962 - improving the low and the top end

The City has lost most of its volume by 1962, as those who really wanted one already owned it - new or used.
The 1.6 liter engine was updated to deliver five horsepower more, now in total 75. For further improvement, the EasyGlide was replaced with the ComfoShift. But still drum brakes, standard springs, standard interior and basic radio - but power steering. This is all you can get from CMT for $8800. Although needing a lot for its size with 15,3 liter consumption, it was the most fun choice if a small car with automatic transmission was needed. 13,7 to 100 and 137 kph top speed were not that much improvement over the predecessor, but the price was kept stable. The design was also not changed as CEO Thandor lost interest in this model.

The Libra - 2 melted in one

To improve capacities in the two factories, it was necessary to cut models. The Libra C was dropped in favor of the Libra SE, the L trim hung on until 1963 to leave the premium choice to the customers that still wanted it.

The SE has the technical features of the L, power steering and progressive springs, but the interior of the C as the Libra L was too close to the upcoming entry-level Familia II model. Disc brakes were not needed to stop it without fade. You could tell the difference from the previous Libra models by the new wipers, a higher front and larger reverse lights. The new, low $8800 price tag was attractive and also another coffin nail for the City unless you really wanted a small car and an automatic. The performance was still up to date, reaching solid 151 kph and 100 in 13,3 seconds. 13,8 liter consumption were not more or less than most competitors, but the handling was still better. Surprisingly, it sold best in Gasmea and only average in Frunia and Hetvesia and even acutal failing in Archana.

The easier access to a CMT Familia II

As Frunian dealers demanded, the Familia got a new entry-level trim with the same 75 hp engine. This has become necessary to classify the Familia II below the Astrona II. The first question: Are 1600ccm enough for this car? 14,2 to 100, 147 kph top speed, that is not too slow for the Frunian market and 14,7 liter under the magical “too much” 15 liter limit. Ironically, it were not the Frunians but the Gasmeans and Hetvesians that bought this car - CMT did not change trim and standard features, so Frunians wanted a lower price and a less fancy car for it, as it still had a $11.000 price tag. The car was not exported to Archana as a marketing survey revealed it would have been the next fail in this country.

Speedolet GTS

The Monza Speedolet recieved an engine update as well - now with 190 horsepower and without flatplane crankshaft as the low smoothness was not liked by everyone in a convertible. 7,5 seconds to 100 - this sounds much as it is no improvement over the old engine, mainly a fault of the wheelspin, although 224 kph top speed were still among the fastest convertibles of its time. For $15.900 it was a good seller in Gasmea and Frunia, still selling acceptable in Gasmea. Archaneans again neglected the car. CMT already thought about leaving Archana, if they had not developed another car for this country…

Made exclusively for Archana

Archaneans were always preferring offroad cars as most of the country requires a 4x4. As there were many simple and accessible models on the market, CMT tried offering a premium offroad car, a field with no strong competition yet. The Explorer recieved the 190 hp 4000ccm V8 as smoothness and reliability were now much better. Premium interior and standard radio are more luxury than other cars offer, and the strong engine mated to a four-speed manual and 4x4 with manual locker allow for almost unbelievable 8,5 seconds acceleration and 184 kph top speed, making it the fastest offroad available for “only” $17.250. The 23 liter consumption seem adequate for the impressive performance. It did meet the taste of the wealthier Archaneans and was the urgently-needed success for CMT in this country.

1964 - final lap for internal competitors

In 1963 Art Director Frank Moss left CMT after a dispute with the CEO. As there was no Gasmean designer anymore, the task to build a successor for both the Familia and the Astrona II was given to the Frunian team led by the second - and now only - designer Gaetano Cembarelli. Nobody knew how long this would take, so CMT tried to boost the sales of the current models with new trims, powered by a new 2.0 liter OHC four-cylinder fueled by a eco twin-carburetor delivering 90 horsepower, an usual amount of power for premium midsize cars.

The Familia 2000 sedan was again a car with high trim level - all premium, now even with automatic antenna instead of a manual one. The short-living 75 horsepower model has been dropped in return. The 2000 is not much more expensive with a $11.140 price tag, but significantly faster and thriftier, needing now 13,6 liter and speeding up to 158 kph and reaching 100 after solid 12,8 seconds. The high trim was responsible for only average sales in Frunia, but Gasmeans liked it much more than the 1600 and also Hetvesian people appreciated it. Archaneans did not recieve any new Familia II variants, as overall sales declined there. The Familia II 2000 was also the first car to be exported to Dalluha, but only in really small amounts.

The same engine was used for a new wagon, throwing away the old 1946 OHV design. As Wagons were still not considered as premium and to keep a distance to the Astrona II wagon, the car came with standard interior and a basic radio. To make it an easy-driving family car it was fitted with the ComfoShift, targetting also Gasmeans. For $10.320 it made a good run in Gasmea and Hetvesia, although Frunians still preferred more low-end cars. Even if fitted with automatic transmission, it was still able to run 152 kph and reaching 100 in 13,7 seconds - for Frunian habits, this car was a sport wagon.

Astrona II with a stickshift

CMT still did not reduce the furnishing on the new entry-level Astrona, featuring premium interior and a standard AM radio, targetting the Family Utility Premium segment. The automatic transmission has been replaced with a four-speed manual as CMT was criticized for just fitting the ComfoShift in the Astrona II.
The result were some sales in Frunia, good sales in Hetvesia and as surprise some ok sales in Archana. It was also the second car exported to Dalluha, selling a few cars as utility sedan. But Thandor refused to make investments in a Dalluhan infrastructure, so this was rather an experiment. With $10.900 it was even cheaper than the Familia although being larger. 12,8 seconds acceleration and 160 kph top speed at 13,5 liter average consumption were even slightly better, althoug the Familia 2000 was faster on the track due to its much sportier suspension.

1965 Part I - some refreshments

In the early 60s, CEO Thandor visited southern Frunia and drove some FATI models, as the CMT Astrona provided for him by the company turned out to be too large for some historic cities. He loved the FATIs as fun to drive but really simple, a lot cheaper than the own CMT model. He asked Cembarelli to give it a styling that is nearlly as good as a FATI 500, keeping it cheap but not looking like a car for the poor, he said “you must be able to drive with the car in your cities and wear it as a good-looking accesoire… like sunglasses or a bag.” Its working tilte was “Bambino”, but the final name was “Bingo” not to get in trouble with FATI.

While chief engine developer Eddie Lamont preferred an alloy-inline 3 with 800-1000 ccm displacement, Thandor wanted to cut cost and insisted in using the 1955 1.6 liter design and making it as small as possible. The result was a 1100 ccm iron four, delivering 44 horsepower, more than most FATI but still a lot weaker than any other current CMT engine. Combined with a three-speed manual, the 616 kg light car reaches 100 in 17 seconds and reaches 125 kph, enough for a small city car that should do a good job when running along twisty country roads. As most FATIs, the basic interior comes without radio and power steering, no disc brakes, no progressive springs and hard tires instead. Besides that, Thandor disliked the idea of a rear-engined car, and with MacPherson struts there is a lot of space for engine maintenance in the front. The other side of this frugal car, mocked as “the CMT Sparta” was its low price of only $5900, succeeding in Frunia (and especially the southern regions) as fun car or sporty vehicle for small families. To everyones surprise, it sold well in Hetvesia and relatively acceptable in Archana and it was one of Dalluhas most common rental cars back then. This led to the plan to introduce it also in Gasmea - and all 5000 delivered units were sold out within a few weeks. The entry-level El Cheapo CMT was a full success as it looked good and not cheap, had excellent handling and an engine that was not too underpowered, although the older basic design allowed for not less than 11,5 liter consumption - more than a similar FATI. But don’t forget that you get two of them for the price of an Astrona 2000.

The senior is back - CMT Torpedo 75C

As done with the Libra, CMT made one trim out of two. Still a three.seater, the new Torpedo combined the styling (with rectangular lights) from the Torpedo X with the radio-less dashboard of the Torpedo 70B. Last but not least the Torpedo enjoyed the 5 horsepower update for the 1.6 liter engine, now getting a four-speed gearbox. Another goodie from the former Torpedo X was the power steering. To press the price down, CMT refused to mount progressive springs or disc brakes, although the price rose to $8350 even without radio.

With a top speed of 149 kph and an accelleration time of 16,3 seconds to 100 the Torpedo needed 15,4 liter - not much thriftier than the 70B but with noticeably better accelleration, especially when using the maximum load capacity. While failing in Archana, the Torpedo succeeded in Dalluha, as the people there appreciated its simple maintenance and good build quality. The Sales in Gasmea and Frunia were not really strong, so CMT started to plan a successor.

The best comes last - CMT 3000 (GL)R

The Astrona GL with the meanwhile old-fashioned, but reliable and smooth 2.4 I6 has not been a slow car, and it had prestige on the highway. But the high trim and automatic transmission still can’t hide that it is mostly a car for the aged gentleman with a generous pension, younger buyers preferred the manual 2000. Jack Thandor, son of the CEO and vice marketing director, insisted in a sportier engine - the new six-cylinder is a V6, using the well known SOHC-12 layout. No experiments in a mass production engine, that was the order from the boss. The 3.0 liter engine delivers solid 150 horsepower, enough power to stress the ComfoShift to reach 100 in 10,9 seconds and 180 maximum speed.

Surely, those specs were not sports-car-fast but rather solid, never feeling underpowered to have a confident driving expericence. The large engine had minor impact in making the weight distribution worse, but it was still overall well balanced. No wheelspin helps drivability as well. Any thumbs down? The $12.500 price and 16 liter consumption as well as the $846 service cost are nothing for the working class in Frunia, entering there with decent sales as family premium car, slightly less unit in this segment were sold in Hetvesia and Archana. Yes, also Archana. The powerful engine and high trim allow for good uphill performance and on the loooong highways, but as there are not many of them the durable suspension with slightly altered ride height compared to other sedans and the spacious interior pleases Archaneans.
Gasmeans had become wealthier and picked the Astrona 3000GLR as one of their favourite family and commuter premium cars, selling among the best three models in its whole two-year model run and sending the 1954-based Astrona I Special into retirement when rolling into the showrooms in early 1965.

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1965 part 2 - The new Flagship

Without a leading Gasmean designer, the launch of the Enterprise successor, the Excelsior, was in danger. All that state-of-the-art technology like four disc brakes, larger than those of the Enterpise, rustproof-steel monocoque instead of a ladder frame and much more must not get an ugly shell. As there were no alternatives, CEO Thandor asked the competitors for help, as sales director Joseph Trimm suggested. Sisten Motor Company had the best idea, but the car was much smaller than CMT wanted. All men and women applying for Frank Moss’ old job got the task to take the Sisten design and merge it with details from the other two finalist drafts.

The winner was the 30-year-old Harold Keller who was offered the job with a five-year-contract. The car came in two trims, the 30V6 and the 62V8.
The V6 came with the brand-new 150 horsepower engine and the ComfoShift, featuring premium interior and radio for a price of $16.200, less than the Astrona I Special back in 1960. An unique feature is the front bench seat, allowing to fit six adults, as the 5,3 meter long body offers enough space.

The chassis layout is the same as in the Astrona II but using better material. As the car is more than 500 kilogram lighter than the heavy Enterprise, the performance of the V6 is not much worse than in the Astrona GLR. 12,3 seconds to 100 and 183 kph top speed are enough for a Gasmean family car, and 18 liter consumption were better than the similar performing competitors with V8 engines. Again the weight distribution was close to perfect, and the good suspension tuning allowed for both good handling and solid bad road performance. The car started excellent as family premium and family utility premium and established itself on the Gasmean market and was also exported in larger numbers to Hetvesia.

No flagship without V8 and luxury interior. As CMT already invested a lot of money in the last years, the 62V8 had to use the 6.2 liter engine from the Enterprise. But the performance was a lot better in the more modern and a lot lighter Excelsior, reaching impressive 231 kph top speed and 100 kph after 9 seconds, but 23,7 liter consumption show that the engine is already five years old and the flatplane layout makes it shaking too much and too noisy for a luxury car. And the car has light wheelspin, so a slightly smaller engine would have allowed for the same or even minimally better acceleration.

Different from the V6, the V8 was a four-seater with excellent leather seats, heated and with power adjustment in the front and the rear with a giant armrest with a large compartment with cupholder and ashtray. The price of $21.150 was noticeably lower than the Enterprise, and so it was no wonder that the sales rose quickly, making it one of the more popular premium cars in Gasmea and Dalluha, and one of the best-selling luxury cars on all other markets, even Archana. The Excelsior was a giant success for CMT worldwide right from the start.


1966 - The new Astrona arrives

While the Excelsior’s design was a challenging task for the whole company, Gaetano Cembarelli never had trouble to find the right design for the new Astrona III, combining the attributes of both replaced cars, the advanced and reduced design of the Astrona II with the sporty look of the Familia It was basically an evolution of the Astrona II with the shape selected also for the Excelsior, with the intention to avoid depreciation of the predecessor and to establish a corporate identity. The dimensions remained nearlly the same, still having a length of 4,5 meter, but being a little wider to underline the sportier design.
Under the panels the car featured no real surprise, for 1966 only the four-cylinder models were introduced. The 90 horsepower engine is the same as featured in the 1964 Astrona and Familia models, as it was still quite new and the developement expenses of CMT were already too high. Although the handling was again easy and excellent, motor journalists complained the change from front double wishbone suspension to a simpler McPherson strut as a step back. This descision was made by CEO Thandor to be able to fit larger engines and reduce maintenance cost of the entry-level cars and to set it apart from the Excelsior.
On the other hand, the Astrona III was one of the very first cars that swapped twin-tube shock absorbers to gas dampeners.

The “2000” featured five seats in a standard interior and just a basic AM radio, allowing for better access for Frunians. With the four-speed manual transmission the car reached 100 kph in 12,4 seconds, which is slightly faster than the Astrona II 2000, maybe also due to the lighter trim. The 163 kph top speed and 13,3 liter consumtion remained nearlly the same - so the new model has no real advantage, showing how good the Astrona II was. But with a $9000 price, it was nearlly $2000 cheaper - a lot in the midsize class, allowing the car to reach steady sales in the Frunian and Hetvesian family sport market.

CMT also understood that wagons with a premium trim are hard to sell and need to go for maximum practicality. Featuring the same trim as the 2000 sedan, it added two foldable seats in the spacious rear, fitting five adults and two children. As the wagon also targeted the Gasmean market, it featured the ComfoShift three-speed automatic.

Although the top speed sank down to 156 kph while the consumption altered to 14,5 liter, and the acceleration to 14,5 seconds, the specs were still good for its time and price. $9230 were not much for such a well-engineered car back then, allowing for good sales as family car in all regions, even with only slightly less success in Archana. It even became Dalluha’s fleet car of the year, often seen as taxi, rental car or business vehicle. CMT was confident: Finally a wagon that really hit the demands of the public.

To keep the Astrona II 2000 buyers, CMT realeased the “2000 L” model for $10.100, featuring all-premium interior with a four-speaker radio, rpm counter, center armrest, glove compartment and trunk light, better seats and wooden dashboard decor. You could easily identifiy it by it’s chrome frame around the grille. Although still cheaper than the Astrona II 2000, it also came with automatic transmission, featuring exactly the same specs as the wagon. The car changed its focus from sportiness to maximum drivability as the 2000L was extremely easy and pleasant to drive especially on long holiday or business trips. In the worldwide family premium (and also family utility premium) segment it established itself as a good alternative to the mainstream models, but never reaching the top. But with the standard automatic combined with the rich trim and its still modest size, it became a serious city premium option.

The six-cylinder models of the Astrona II and Familia II remained on sale, indicating that the stronger Astrona III models will come with some changes and differ from the four-cylinder models.

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