Unless the belt snaps, and wraps around the worm gear (seen it happen). There are also “fly by wire” steering where the steering wheel is not, or only partially attached to the steering shaft. The “variable input steering” comes to mind.
The actual wheel turns a sensor, and the shaft is spun by the motor.
3 Likes
Yeah, I agree that it will mean bad news…
4 Likes
(Note: In the first part, the quotes indicate something Shock is saying, and everything else is told by Vince).
CSR138 Part 5
Tier 2 Test Track, part 1
'00 Sport Ute Comparo
Random test track in Germany
Unknown time
Well hello there, Vince Whiteley here, and welcome to Velocity. It’s great to have you back!
The story of the Sport utility vehicle has been no less than staggering. Indeed, over the last 15 years, the rise of the SUV has been a major point of interest for automakers all over the world, who are releasing a myriad of new models to get a slice of the very lucrative market.
“YOU!”
bonk
(imagine something like this happened)
Vince and Shock proceed to hit each other with mallets for a while.
“Anyways,” Shock states, “we got a trio of vehicles to test. All of them hold some promise in their own unique ways, and it’s up to us to determine what kind of balance wins the game.”
And with that said, let’s get to it.
(Mr. Shock will be saying everything from this point on)
Styling and History
There is no doubt that the Akari Chikara is the torch bearer of the wagons here. Its traditional body shape is complemented by a sleek and handsome, if not entirely original, design. With a power bulge and dual exhausts, it hints at something significant underneath the sheetmetal. However, taking into account the fact that it is a very modern looking car, it should not attract any unwanted attention.
Representing the sport utilities here is the Electi Defender, its large, imposing stance is accentuated by the trucklike rear design. However, this feeling is detracted by the heavily sloped front end, a questionable design choice alongside the awkwardly placed hood scoop. It also rides a lot lower than expected for a SUV. Regardless, the Defender projects strength and power, kept in check by modern sophistication. The Electi is likely to attract the most attention out of the three cars, but even then, it is understated enough to blend in with the general traffic, especially considering the skyrocketing influx and popularity of relatively new secondhand cars imported from all over the world, including infamous models like the Jeep Grand Cherokee and Mercedes Benz S-Class.
Occupying the other end of the spectrum is the the Matsuma 4-Cross, a functional MPV featuring a very clean and tidy design. It’s not endowed with the elegance or presence of the other two, but it has the benefit of being very endearing, as an offensive, rugged, and reasonably stylish design that can easily slip away from any attention, punch above its own weight, and offer a good amount of room and visibility in the process.
Engine
The Akari backs up its styling with a nice surprise, a 3.5L naturally aspirated V6 featuring all the optimal technology, including but not limited to dual overhead cams, 24 valves, a forged rotating assembly, multiport fuel injection, dual exhaust, and variable valve timing (for the intake cam) and lift. It more than enough justifies its use of premium fuel by making a substantial 260.1 hp and 226.1 lb-ft of torque. However, these figures are produced very high in the rev range, so I wonder how much of it is actually usable. Research suggests that it’s projected reliability is average.
It is without doubt that the Electi’s 4.4L naturally aspirated V8 dominates this segment. Also featuring dual overhead cams, it makes use of 32 valves, dual exhaust of a freer flowing tubular design, multiport fuel injection, variable valve timing (for both cams), and premium fuel to stomp out 333.4 hp and 295 lb-ft of torque, the groups highest. However, it has an all cast assembly, even making the use of economical low-friction cast pistons, something Vince noted would become much more common in the future. While it has more usable torque at lower RPMs, peak power is produced very high up in the rev range, so I question its effectiveness. Interestingly enough, while using the most complicated design, it also has the highest projected reliability by a wide margin.
In stark contrast, the 3.2L naturally aspirated flat-6 of the Matsuma is relatively modest, with 196.9 hp and 196.4 lb-ft of torque to its name, the group’s lowest. However, these figures are more accessible than their counterparts in the other two engines. It utilizes dual overhead cams, 24 valves, a cast rotating assembly with low-friction pistons, variable valve timing (for both cams) and lift, multiport fuel injection, and dual exhaust. One distinct advantage is the capability of using the much more common regular pump gas, but it also has the lowest predicted reliability of the three engines.
Gearbox, Acceleration, and Top Speed
(Taking place on the track’s high speed loop, this test consists of two timed sections. The first section times 0-100 kph, 1/4 mile, and 1km while measuring top speed and high speed stability, running through the whole ring. The second test times 80-120 kph, and starts from a rolling start from the last curve, and takes place on the main straight.)
The Akari powers all four wheels through an electronically controlled 5-speed automatic, making wheelspin unthinkable. The engine is quite linear, and it pulls strong to the redline, to the point where I thought the redline was a bit low. However, to make the most of it, it must be revved hard. While it is the roughest engine here, given the layout, it is still smoother than an equivalent 4 cylinder, which may be its ultimate trump card. Shifts were smooth, but the gear ratios felt way too long, which made the car feel sluggish to the point where drivability is hampered greatly. Its 0-100 kph time of 8.1 seconds and 16.15 second quarter mile is quite middling and the slowest of the three here by a good margin. Interestingly enough, most drivers will not have much issue merging with traffic, as a 80-120 kph time of 5.4 seconds is decent.
However, the top end is where the Akari falls apart. Partially due to the gearing causing the engine to be out of its optimal power range far too often, its 29.1 second 1 km time is the slowest of the three. This is made worse by the fact that its top speed is electronically limited to 130 mph (~209 kph), far lower than the other two. Fortunately, the overall package proved to be reasonably stable throughout the whole test, if quite noisy.
The Electi also powers all four wheels, but this time through a 5 speed manual transmission. It is clear that the gearing allows the engine to stay in the optimal powerband very often. The combination of short, close ratio gearing, immense power, and unyielding grip gives plenty of acceleration and passing speed. 0-100 kph, 80-120 kph times were 6.18 and 4.14 seconds respectively, the quickest of the three by a wide margin. With a 14.47 second quarter mile, here is no doubt that it can outrun most cars on the road. But I think the performance could be enhanced if the engine was allowed a bit more breathing room at the top.
It was also surprisingly capable at high speeds. For one, its top speed is electronically limited to 149 mph (~240 kph), the highest here. The 1 km time of 26.25 seconds is the fastest of the three vehicles by far. However, getting there is a bit eventful, as there was a persistent feeling of twitchiness throughout the test. I think both the overly assisted steering and its large size and mass might have something to do with it.
The Matsuma actually has a good amount of pep off the line, mostly as a result of the 6 speed manual transmission with all-wheel drive. The gearing is quite short, and helps it complete the 0-100 kph in 7.74 seconds, the engine making its power effortlessly. However, that same gearing hampered it’s mid range performance, with its 80-120 kph time of 5.88 seconds being the slowest here, a cause for concern.
In contrast to its large, boxy shape, it was reasonably capable on the top end, despite the heavy power deficiency. On the high speed loop, it attained 147 mph (~237 kph) unlimited, a high figure for a MPV, and its 1 km time of 28.81 seconds handily beat the Akari. While not as outright stable as the Akari, requiring more corrections, the Matsuma didn’t break much of a sweat at these high speeds.
This part concerned the introduction and powertrain performance.
Thanks to @variationofvariables and @Admiral_Obvious for some tips.
13 Likes
No offense to Mazda or Vena, but it’s coming up on a week. Figure somebody should bump the thread with something other than obscure wildlife.
What are we going to see first?
- Automation v4.2
- CSR 139
- Some idiot de-railing the thread
0 voters
5 Likes
(self-fulfilling prophecy intensifies)
5 Likes
Mazda is finishing up some writing for the final part depicting our winner. Apologies for it taking time. He noticed something in his reviews and had to rewrite the whole thing
4 Likes
Oof, I feel that. I have done that at work too many times. Thankfully, most things I write are very technical 2 paragraph procedures. If it’s not that, I just used the wrong TPS report cover 
. The story telling is good in this one, looking forward to reading the finals.
2 Likes
He says its coming along though. I don’t know what he’s doing honestly. He goes deep in to detail
2 Likes
There were severe grammatical errors strewn throughout the whole thing, and I also decided to simplify the layout so it wouldn’t be outright confusing.
3 Likes
(Note:This is all Shock’s words).
CSR138 Part 5
Tier 2 Test Track, part 2
On-road Performance
(Taking place on the track’s skidpad, handling and braking area, wet surface area, road test area, and the road course itself, this series of tests is intended to measure ride, low and high speed cornering, evasive maneuvering, and wet grip. Tests include slalom tests, lane change tests, g-force tests, a drive on the simulated road, and a few laps around the road course.)
On the road, the Akari is able to give a comfortable ride that is highly capable of absorbing bumps, as it has the softest ride of the three. But it was a major disadvantage in handling tests, having a disconcertingly high amount of body roll when hustled through corners. Regardless, the Akari never lost it’s composure even when pushed to the limits, displaying graceful behavior in corners. Initial front end plow smoothly transitions to slight oversteer, which is easily controllable with the steering that gave plenty of feedback from both the car and road. This means that emergency maneuvers are easily dealt with. On high speed corners, the Akari has a tendency to pivot into the turn, improving performance, but the rear had an annoying tendency to bob around, reducing driver confidence. For some people, this is a reasonably tradeoff for a good highway ride. Performance on both the skidpad and wet surfaces are acceptable, heavily hampered by the use of economy tires.
The widest tires in this group, along with touring tires endow the Electi with the most grip on both the skidpad and wet surfaces. While it’s tremendous weight is felt in the corners, the tenacious handling does an impressive job of managing the heft. The easily accessible V8 power presses the driver through low-speed corners, and can be used to help it rotate into high-speed turns. This slight oversteer can be corrected with a simple flick of the wheel. When other cars and SUVs are gasping for a breather, the Electi really comes to life. On the other hand, the Electi has the stiffest ride of the lot, hampering road comfort. At high speeds, the rear is very nervous and has a tendency to skip around, impeding mid-corner performance, especially on imperfect surfaces. Finally, the overboosted power steering is not only devoid of proper feel, but tends to cause overcorrection errors during emergency maneuvers, a concern given it’s heavy preference for oversteer.
Overall, the Matsuma displays the most nimble handling here, thanks to its lowest weight and shortest wheelbase of the three. In low speed cornering, the front-biased system gives excellent traction, but has the side effect of somewhat sluggish nose-heavy steering response. There is a notable amount of body roll (but much less than the Akari’s), but overall handling can be described as secure and safe, even during emergency maneuvers. In high speed turns, the lightly loaded rear is somewhat nervous, and is somewhat easy to break loose mid-corner. One thing to note is that it has the worst skidpad performance of the group, mostly due to the economy tires. Otherwise, wet performance is similar to the Akari. The ride is slightly on the firm side, but it won’t jolt the passengers around.
Braking
(Taking place on the track’s handling and braking area, they consisted of multiple measured stops from 0-62 mph through a set of cones.)
Despite having massive 4 wheel disc brakes with anti-lock, the Akari only managed a disappointing stopping distances of 42.3 meters (139 feet) from 62 mph. The rear wheels will lock up slightly before the ABS kicked in, but stops are straight and fade free, even after several repeated attempts.
The brakes on the Electi did their job well, the huge discs hauling the heavy SUV from 62 mph to a stop in a reasonably short 38 meters (125 feet). There is a tendency for the front wheels to lock up before the ABS intervened. Regardless, the straight stops only exhibited slight fade after repeated use.
The Matsuma’s brakes also suffered from disappointing stopping distances, taking 41.4 meters (136 feet) to get from 62 mph to a standstill. There was significant instability from the rear wheels under heavy braking, however, the 4 wheel disc system with anti-lock was able to keep stops straight, albeit with much more fade in hard driving than the other two.
Off-Road
There is no doubt that the all-wheel drive systems combined with standard electronic stability control provide each competitor with secure handling in a variety of road and surface conditions. With none of them featuring locking differentials, low range transfer cases, or off-road tires, it is clear that they are not designed for actual offroading. But pure off-road ability, including but not limited to mud-bogging and rock climbing, isn’t really the focus here. It is expected that any driving off the road is limited to loose surfaces at relatively high speeds with the occasional ditch, with as little turns as possible (ABS is not really an advantage here).
It is obvious that the Electi doesn’t even attempt to have any off-road pretensions, focusing solely on on-road performance. And that is a compromise that the Driver is willing to accept.
The Matsuma and Electi have the obvious advantage of close-ratio manual transmissions. The driver is able to achieve a sense of control and momentum that is robbed by the long gearing of the Akari’s automatic transmission.
On loose surfaces like gravel and dirt, both the Matsuma and Akari retained more grip than the Electi, thanks to their tires. The Matsuma had a more secure feeling due to the front bias of its AWD system, but the Akari and Electi had the advantage of being easier to rotate into the corner due to their oversteery behavior, maintaining more speed.
On rougher terrain, the Matsuma has a notable advantage over the other two, mostly due to its higher ride height and reasonably compliant suspension. Even if the rear was somewhat squirrely, it was able to shrug off bumps and dips that would have proved concerning in either the Akari or Electi, and thus were felt with pronounced jolts, especially in the Electi with its stiffer suspension.
The Matsuma and Akari feature protective undertray skidtrays, the Electi makes do with an advanced fully covered underside that isn’t as protective. The Matsuma and Electi both feature anti-roll bars that can be disconnected for off-road driving. However, it is not that much of an advantage because the car needs to be at a complete stop to engage and disengage them, something that is not exactly feasible for the mission at hand. In addition, these cars are not expected to encounter the type of terrain that would require disconnecting the anti-roll bars.
Regardless, all three are still highly suitable for what the mission and terrain will throw at them.
Interior
Compared to the other two, the Akari’s interior is very basic. However, it is reasonably roomy inside, and fit and finish is exceptional, rivaling the build quality of more premium and prestigious brands. One possible advantage is being more durable for the mission at hand, and perhaps being easier to clean afterwards. Cargo space is plenty, and the general layout means that it can be configured for almost every need.
Having the largest passenger and cargo space of the three, with premium design to boot, the Electi’s interior is a very pleasant place to be, and complements its sporting attitude. However, it is clear that it is not screwed together as well as the Akari and Matsuma.
The Matsuma’s interior is perhaps the best appointed of the three, and is reasonably well built, if not up to the level of the Akari. This gives it a very secure, yet comfortable atmosphere, even if space is at a premium here.
Passive Safety
Both the Akari and Electi have a comprehensive suite of airbags for the driver and passenger, including seat, side curtain, and knee airbags, airbags that the Matsuma lacks, which soldiers on with driver and passenger frontal airbags.
Otherwise, all three have the safety features expected from a modern car.
One interesting note: Both the Akari and Matsuma have very similar safety ratings. Here, the Electi easily trumps them all.
Efficiency, Value, and Reliability
Of course, given their engine displacement and all-wheel drive, we can’t really expect them to get the best marks for efficiency. However, on our mixed test loop, all three of them did exceed our expectations by a fair margin.
One thing to note is that in the 56 mph cruising test, all three had their engines running at between 2200 and 2400 RPM on their top gears, a respectable result that surely was used to their advantage.
The Akari gets 20.7 US mpg, the lowest here. Because of the long gear ratios of its automatic transmission and the engine’s peakiness, the driver needs to work the car harder to get up to speed, naturally using more fuel in the process.
What was truly astounding is the Electi’s 24.9 US mpg, achieved with a close ratio gearbox, a powerful naturally aspirated V8 engine, all-wheel drive, touring tires, premium interior, and the heaviest curb weight here. Sure manual transmissions tend to have less parasitic losses, but it also incorporates several modern technologies that boost efficiency, including variable valve timing, low-friction cast pistons, a fully covered undertray, retractable cooling flaps for the vents, and electric power steering. It proves that you can indeed have your cake and eat it too.
With 27.1 US mpg, the Matsuma still wins the efficiency battle due to its low weight and smaller size. Yet, much like the Electi, it incorporates technology such as variable valve timing and lift and low-friction cast pistons to balance performance and efficiency. It’s milder, more laid back characteristics of the engine mean that while it has the least power here, it doesn’t entirely feel sluggish in daily driving, and the driver is less tempted to stomp on the pedal at any given moment.
(Disclaimer: The values are relative to each other, and not irl cars)
You get a lot of car for your $40,000 USD you spend on the Electi, if the manual transmission isn’t a deal breaker. It’s outright on-road performance, brutal drivetrain, premium appointments, and unmatched safety represent an attractive high-performance offering. At $990.8 USD, one will pay significantly higher annual service costs than the Akari and Matsuma, which is a given when the high level of technology and powertrain sophistication is taken into account. Yet, it is reasonably low for its segment. Furthermore, it’s excellent estimated engine and overall reliability, the group’s highest, means that the Electi will be dependable for the years to come.
The $38,500 USD Matsuma is overall a solid, if slightly pricey buy, considering the high amount of interior and mechanical amenities one gets, including a reasonably powerful and efficient 6 cylinder engine, 6-speed manual transmission, all-wheel drive, and well built premium interior. At $826.6 USD, it is also the cheapest car of the three to service annually. Combined with its high efficiency, it is a somewhat economical car to run. However, it has the lowest estimated engine and overall reliability of the three, a cause for concern.
At $40,000, the Akari initially seems like a poor value when compared to its competitors, especially considering the features. However, with a highly advanced powertrain and excellent build quality, it is clear where the budget was spent. The Akari has a secure feeling that is not matched by the others, with a comfortable demeanor and the only automatic transmission in this comparison, a feature that drives up the price significantly. At $852.2 USD, it is somewhat more expensive to service yearly than the Matsuma, but the Akari’s estimated engine and trim reliability easily surpass the Matsuma, although they are not quite up to Electi levels.
Driver’s Impressions
Three cars that each have their own way of doing the mission. Three cars that have a unique set of strengths and weaknesses.
First, the Akari. Its powerful, highly advanced engine is hampered by long gearing, an automatic transmission, terrible brakes, and an overly soft ride. It is also pricey for what it is. However, it is extremely composed and easy to drive, thanks to its forgiving suspension tune, and it has decent mid range.
The Electi has tremendous performance and comfort anywhere it goes, but the amount of performance that could be used in a such a high stakes situation, when errors are more common, is questionably low at best, owing to its overly sensitive behavior at speed.
Thus, the Matsuma should represent a happy middle ground, and it does a good impression with firm yet compliant tuning. However, it’s performance is arguably the worst here, especially in mid range acceleration, the performance stat that might actually matter the most.
So who do you think will win the day? The composed comfort of the Akari (@vero94773), the thumping performance of the Electi (@GROOV3ST3R), or the versatile Matsuma (@mart1n2005)?
Well…first, you’ll go through the finale.
Cones made by @Executive
Thanks to @chichicoofisial for input
11 Likes
I’d like to point out that Half Life 3 should have been a viable option!
Lol. I admire your optimism.
2 Likes
Or the sequel to Battlecruiser 3000AD? 
I am going to get banned for shitposting now I guess…
3 Likes
So yeah, reason the finals are taking a while is because the other host decided to write a huge finale, taking action screenshots and stuff. While I’m over here shaking my head saying just send it already.
He says it should be out by Saturday. So look forward to that. Meanwhile I will soon be on my way to my month long training rotation for the national guard.
7 Likes
Good luck, have fun, stay safe and share any interesting stories with us when you get back! 
3 Likes
The Driver = Shock
CSR138 Part 6
Finale
South Russia, near Georgia
Unknown time
Two young men armed with shotguns are on the lookout for a certain green wagon that has been sent by the United Nations to pick up Thomas Deucher, the war photographer they are sheltering. As their mother tends to Deucher’s gunshot wound in his leg, he lets out an agitated shout, alarming the family as they know that they could be executed at any time if the police find him at their home.
One of the men spots the Driver in the intersection a block away, and he hurries to the house to inform his parents, who hurriedly lift Deucher from the bed, supporting him with their arms. As the car pulls up to their side door, the Driver hastily greets the family before helping the driver to the rear seat, then pulls away. The destination: across the Georgian border.
As the radio relays a typical Russian news show, the Driver passes through several scenes of daily life: people walking home from school and work, doing errands, and tending to their families. Children blissfully playing in the street, friends hanging out together, a few street vendors preparing local delicacies, and a person being frisked by a police officer.
The two pass a street where a protest turned violent riot had taken place. While a police SUV blocks the way, overturned vehicles, charred rubble, bodies, and other debris can be seen strewn everywhere by the horde of disenchanted citizens as soldiers and police officers swarm the area while marksmen perch on the rooftops. An officer in the SUV stares at the Driver’s wagon and picks up his radio, preparing to report a suspicious sighting to his superior.
“What are we doing to this country?” lamented Deucher, still grimacing from his injuries. “Back home, we fight to silence each other. Here, they fight so that they may one day be able to express themselves to their fullest. Every day, there is always blood on someone’s hand, just so someone can maintain their ego.”
As they turn on the main road, the Driver notices that a red Boulder L150 has begun to trail them as they leave the town.
“I’ve seen the worst of the worst. I’ve seen the worst-case scenarios unfold right in front of my very eyes. And what do I do? Take pictures. I wish I could do more.”
“Your photographs have been critical to bringing justice around the world,” retorted the Driver.
“It’s not that simple,” responded Deucher. “As a war photographer, you see humanity at its worst, and you are absolutely powerless to intervene. It always feels like you’re just along for the ride on a roller coaster. Sometimes, I wish I could put my hands in these photographs and prevent these events from happening in the first place. After all the wars I covered, I feel like I sacrificed everything for nothing in return.”
“Do you have a family?”
“I have a wife, but no kids. I wish I spent more time with my loved ones, knowing that I could die any moment.”
The Driver peeks into his rearview mirror, realizing that the Boulder has been tailgating them at a constant 80 kmh, continuously weaving in its lane. He knows that the truck could attempt to run them off the road ay any moment.
Suddenly, the Boulder cuts into the oncoming lane, its small-block V8 emitting a guttural growl as it aggressively pulled aside the Driver’s wagon.
“Get down, GET DOWN!” yells the Driver as he turns around to help Deucher duck beneath the windowline.
The driver and passenger, both wearing military style uniforms, rolled down their windows and repeatedly blew the horn, all while shouting at the Driver to pull over.
The Driver instinctively floors the wagon, the transmission quickly downshifting to second as the 3.5L V6 willingly climbs to its redline, pinning both him and Deucher to the back of their seats.
“You better get us across the border as fast as possible,” quipped Deucher.
“We will,” stated the driver, adding that there would be a doctor waiting for him there.
The good mid-range acceleration of the wagon allows it to easily surge ahead of the Boulder as they approach 120 kmh in mere seconds.
Regardless, the driver of the Boulder desperately tries to catch up as they approach an oncoming semi-truck at high speed. Realizing that his Boulder lacks the power and speed, he is forced to go back behind the wagon as the truck driver angrily blares his horn at them.
However, he would get a stroke of luck as they were now stuck behind a slow-moving van. The Driver nervously observes the red truck getting bigger in his mirrors.
Realizing that it may be his last opportunity to intercept the wagon, the driver of the Boulder tries to cut off the wagon from the opposing lane, not realizing that another truck is barreling down towards them.
Anticipating this exact move, the Driver makes swerves sharply around the van, missing the oncoming semi-truck by mere centimeters. As the car rotates into the turn to complete the maneuver, the ESC kicks in to keep everything under control. The Boulder driver is forced to abandon his maneuver, calling off the chase.
However, he had already requested air support, realizing that they were going to the Georgian border. Meanwhile, the Driver knows that a helicopter hovering above them the whole time.
“Why are you a photographer?” inquires the Driver.
“I don’t know. My mother taught me to see.”
Deucher proceeds to fumble through his backpack, and pulls out two rolls of film, telling the Driver to give it to the Associated Press.
“Get ready,” warned the Driver, instructing Deucher to hide beneath the windowline and cover himself as they pull up to the border checkpoint, a group of soldiers and their officer waiting to greet them. The Driver rolls down the windows to talk to the officer, while observing the red Boulder pull up behind them, the two people that were chasing them climbing out of the truck and pointing rifles at him.
“Good afternoon.”
“Where are you going?” the officer stated in a steely tone.
“The American Embassy.”
“I didn’t ask for your nationality. Where are you going?”
“Across the border.”
The officer hears the snap of a camera from the rear seat and The Driver looks bewilded as he turns his head towards the sound. He is immediately interrupted by the barrel of a loaded Makarov pressed against his head by the officer.
“Where’s the camera? Who are you carrying?” The officer’s hand can be seen trembling.
“Nothing.”
“Liar. Put the camera away.”
“Put the camera away, stop taking the pictures,” scolded the Driver. Deucher started to become uncooperative, snapping more pictures without regard for his life or the mission.
This instantly enraged the officer, who proceeded to put the Driver in a chokehold and pistol whip his face. Forcing the Makarov in the Driver’s head with unprecedented force, he screams “FORWARD, RUSSIA!”
A skirmish ensues as the Driver attempts to wrestle the pistol out of the officer and get him and Deucher out of danger. As the officer attempts to shoot the Driver, his arm is forced to the right just as he pulls the trigger.
Glass shatters as one of the soldiers on the other side of the car is hit, immediately falling to the ground. The Driver when proceeds to immediately whip the car in reverse, slamming into the Boulder to incapacitate it, before lunging it forward into the right field, bypassing the gate.
In the chaos, soldiers dive out of the way of the car as they attempt to return fire with the AK74Ms, the officer quickly emptying his Makarov into the back window of the wagon.
The rear tires struggle for traction as the Driver tries to keep its course straight, the AWD system shifting power to the wheel with the most grip. They also blunder through several bumps and ditches, feeling hard jolts along the way. However, the reasonably compliant suspension took it all with stride, and the momentum pushed them through.
As they reenter the road, the Driver aims for the second border gate, where a group of soldiers is waving to get him to stop. Narrowing his eyes, the Driver continues to floor the wagon, its engine racing to its limit.
A crunch of metal and wood is heard as the wagon easily blasts through the gate, causing the soldiers to jump out of the way and fire on it. These efforts were unsuccessful as the Driver was too fast at this point.
Amazingly, both the Driver and Deucher were only shaken, and neither of them were physically hurt.
“We made it Thomas!” exclaimed the Driver in a sigh of relief.
“You know what got me about these people?”
“What?”
“I doubt that they were actually part of the Russian government or military.”
Results
Congratulations to @vero94773 (Akari Chikara SE V6 4-Trac) for creating the car of choice for our Driver. Overall, it was a success, despite some pitfalls.
2nd place: @mart1n2005 (Matsuma 4-Cross GTf)
3rd place: @GROOV3ST3R (Electi Defender 44)
4th place: @Endfinity (GMV Alpine Conquest)
more places can be determined upon further request
Props and prop cars made by @Executive, @Taffin_Blur, @Secrane, @ldub0775, @Tzuyu_main, @Leone, @vero94773, @Falling_Comet, and @donutsnail
Major portions of the plot and dialogue were sourced from this video
26 Likes
Hey cool, I won! This was a really excellent round, both from a judging and story point of view, big thanks to 66mazda and Vena for putting it together.
As for hosting the next round, I would be thrilled to take that on. Expect the next round up within a day or so.
12 Likes
This reminds me very heavily of that BMW film, in a good way
2 Likes
Because it was heavily inspired and based off by that BMW film.
3 Likes
A really amazing round. Thanks to Vena and Mazda for creating such a detailed and gripping storyline. Thoroughly enjoyed reading every stage from the worldbuilding to the reviews. Im just happy to have made finals xD
Congrats to Vero for taking the win! Looking forward to the next round.
4 Likes