think you want to fix the date for 07/July instead of 06/June
Somebody on Discord beat you to the punch
Well, they didn’t beat me here. So I got that going for me.
A Merkur and a 1G Integra forgot to use protection?
The whale tail of a Sierra/Escort Cosworth, mated to the nose of a BA (4th-gen) Prelude, and built on the '77 Sigma-esque body set (which isn’t the best body set to work with, due to an overly tall roofline, and limited A/B-pillar adjustment range, among other things) - the Pleiades T-4X couldn’t be any more rad if it tried!
The vibes I got was Mazda 323F but a lot sportier.
My entry doesn’t look that good! 
1987 Phénix Hyperion 24V - Clubsport
Introduced in 85, the Hyperion is the new entry level offering from Phénix. Based on a small limited run 70s mid-engine concept, it is now a full fledge offering. A small, agile and affordable sport car, the Hyperion is powered by the brand new 24V 2.6L all aluminum engine. Normally producing 175hp, this Clubsport edition was pushed to 200hp @ 6800 rpm with new lightweight components. Using affordable 87 AKI fuel, this performance engine is incredibly high quality and allows the Clubsport to reach 160mph and get to 60 in about 6 seconds.
As a 2+2 liftback, the Hyperion is more practical than your average coupe. With an upgraded 5-speed manual transmission, larger 16in rims and brakes, and sport trim and interior, the Clubsport is all about performance.
At only about 2600lbs, the Hyperion is truly about high quality performance, but is still a simple machine that won’t cost you an arm and a leg in maintenance or costly breakdowns. It is made to last and not break the bank.
Phénix - Have fun driving towards your dream
8 Likes
Nice catch, that Sunbeam must be a (Ruinous) Riot to drive.
While the 82_gen[eric] bodies are pretty old, but they do have some potential - ARM20 opened my eyes to this. No wagon, but other variants yes (not necessarily canon).
The band should probably go easy on stimulants and stick to rock & roll
2 Likes
THE JUDAN
Completely reworked for the '87 release, the “mk II” Judan continued the legacy of it’s predecessor as a “daily sportscar” of sorts, while bringing major improvements over it’s predecessor. The chassis was similar, but stiffer and, for the first time, fully galvanized; and despite being a full 10 cm longer, it was also lighter due to the use of alluminum for the door panels, the top, and the bonnet of the car.
Under the bonnet, a choice of alluminum boxer engines was used: starting from the standard 2.2 liter boxer 4 of the base model, all the way up to the bonkers mad, mule kicking twin-turbo 3.3 liters boxer 6 of the top of the range GT-T. In all models, the boxers ensured a lower center of gravity and better all around handling in perfect Matsumoto tradition.
The result? A 4-seat mini-GT capable of carrying people and some stuff around, and still kick above it’s paygrade on both open roads and twisters. Coupling fantastic handling, ease to drive, and japanese reliability, to an actually liveable interior that didn’t make you think twice about your purchase, the Judan has stayed as one of Matsumoto bestsellers between young rascals and midilife crisis dads alike, marching on towards the 90s as a reminder that hot hatches can be better, but never as cool as coupes.
TA Series
The TA Series (rumored to be an acronym fo Tsukuba Attack, in honor to the Time Attack meetings of Tsukuba circuit) is a series of cars made by Matsumoto as souped-up, stripped down alternatives to their classic base models. Featuring more spartan interiors and accessories, but uprated engines and tyres, TA models have garnered a cult following between car enthusiasts as the bargain bin of performance cars.
The '87 Judan came in both TA4 and TA6 trims, featuring respectively a new 4 cyl, 2.5 liter DOHC boxer capable of 180 PS, and the old but gold XC boxer 6, a 3.3 liter SOHC unit putting out a meaty 230 HP. The TA6 is the most interesting of the two, not as spartan as the hyper-focused TA4, and yet nearly as quick, retaining it’s status as a daily-able sports while drastically improving performance over the baseline 3.0 liter model. At a measly 13000 AMU, it only lacks an (optional) LSD to become a perfect blend of speed and practicality, and if you can live without ABS, the TA6 delivers on it’s premise like few other cars have ever done before.
Full Specs
Matsumoto Judan - TA6
_
CHASSIS
FR Drivetrain, Galvanized steel unibody; All-Around double wishbone suspension.
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BODY
2-door hardtop coupe; 4 full passenger seats.
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ENGINE
XCi-2ZA six cyilinder boxer All-Alluminum engine,
with chain driven SOHC, four valves per cyilinder, and MCC-i multipoint fuel injection;
Fully forged internals, 10:5:1 compression ratio;
Power: 230 PS - 6500 RPM;
Torque: 297 NM - 4500 RPM;
91 RON/ 87 AKI fuel required.
_
TRANSMISSION
5-speed manual transmission;
4.08:1 final drive ratio;
Open differential.
_
DIMENSIONS
Wheelbase: 252 cm
Lenght: 432 cm
Width: 174 cm
Dry weight: 1136 kg
Weight Distribution: 52% Front / 48% Rear
Tyre Size: 215/55 R16
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TYRES AND BRAKES
Tyres size: 215/55 85W;
Rims: 6 spoke, 16 inch alloy wheels;
Front brakes: 295 mm vented discs, 2 pistons calipers;
Rear brakes: 255 mm vented discs, 1 piston calipers.
_
PERFORMANCE STATS
Top speed: 255 KPH
0-100 KPH: 5.5 seconds
Quarter mile test time: 13.86 second
Skidpad test: 1.10 g
Fuel consumption: 11.9 L/km
12 Likes
Turból j30 v6
Details
The 1980s were a decade of expansion for Turból. Following the success of the Centurion Hundred series, Turból continued to push beyond its previous niche in the sports car market and in to sports sedans with a smaller model, the Centurion Junior series.
The Centurion Junior was introduced in 1985 and came in two body styles, the sedan j40 and the 3 door liftback coupe j30. Similar to the dichotomy of the larger Centurion 400 and 200, the the coupe was designed as a sports car first, as to not alienate previous Turból buyers expecting such, with the sedan then tuned more softly to expand the scope of Turból buyership. Fully independent suspension and a wide stance under blistered fender arches contribute to the car’s cornering prowess, as do 4 wheel disc brakes, and the Goodyear Eagle Gatorback tires mounted to 15" alloy wheels.
Another innovation with the Junior was the expansion of Turból’s 4xA all-wheel-drive technology, previously only seen on the F4 supercar. However, the 4xA system could be paired only with Turból’s 1.8 liter 12 valve I4; V6 powered models were RWD only.
In the US market, the top-of-the-line engine offering upon release was a high output version of the corporate Anaheim OHV V6. Paired with electronic fuel injection, it produced 171 hp.
20 Likes
This is an older, slower, and less advanced trim of your FM4 entry, with a lower price to comply with the CSR156 ruleset - but it looks just as good as the Evo.
World-class quality is at the core of the philosophy that has made Grand Imperial America’s leader in automotive design. In theory and in practice. World-class quality goes well beyond traditional measures such as fit and finish to encompass nearly every aspect of design and engineering.
Outstanding aerodynamic efficiency. Exceptional driver-oriented convenience and pleasure. Sophisticated fuel-injected and computer-controlled performance. A 4-wheel independent suspension for balanced ride smoothness and handling capability. Since its introduction. Brumont Grand Imperial has brought these class leading design and engineering features to sedan and coupe drivers across America.
TURBOLIMITED
Step into a realm of automotive excellence with the TurboLimited, the crown jewel of the 1987 Grand Imperial lineup. This sporty trim level promises a driving experience like no other. Under the hood, the TurboLimited boasts a formidable turbocharged 3.6L V6 engine, proudly delivering an astonishing 250 horsepower. Whether you're accelerating on the highway or navigating winding roads, the TurboLimited's powerful engine ensures an unforgettable drive, leaving others in awe of its prowess.
Gallery
GRAND IMPERIAL By Brumont
GRAND IMPERIAL By Brumont
21 Likes
i would just like to say that amidst a hectic schedule and me being on holiday for the past week until the next, i can’t submit the .car file and thus be withdrawing lmao
(i literally already exported the .car and everything was done but i didnt bring my laptop)
common gamer adhd L 
sorry everyone 
6 Likes
You could instead show off your Rusa here to share some more detailed aspects of your build, and if you are so inclined, you could even share the .car file there as well, if anyone else is interested in a deep dive. However, I just realized that it was built on one of the '60 240Z-esque body sets - most of the entries I’ve seen here are based on body sets that are unlocked in 1980 or later.
And if you fear that you may not be able to submit an entry on time in the future, it may be a good idea to send in your challenge submission on the same day you finish it, as I have done for the past few years.
1 Like
yeah… kept forgetting about that part lol but will post a more detailed spec and stat sheet here once i get back (definitely after the deadline ) cuz im just curious how mine would stack up (if it were… ahem reviewed)
It was only after I had submitted my entry (a mid-engined, rear-drive coupe with the looks of a miniature supercar) that I began evaluating the potential of a front-engined alternative. The best I could do was built on the Super variant of the '80 E90 Corolla body (2.47m wheelbase), powered by a 210-bhp 2.0L turbo I4 (running on regular unleaded) driving the rear wheels via a 5-speed manual gearbox and geared LSD, with dual wishbones front and rear on a galvanized steel unibody with partial aluminum bodywork, and a standard 2+2 interior without driving aids to keep costs and complexity down. In testing, it yielded an even higher sportiness value than my actual CSR156 entry (and superior prestige, safety, practicality, and reliability, albeit at the expense of drivability, comfort, and economy), but since looks matter more than (or at least as much as) raw performance, I’m grateful that I went the mid-engined route.
1 Like
HINODE MID2
M I D 2
The MID2’s 2-passenger mid-engine design – also available in turbocharged form, provides optimum weight distribution for rapid, responsive handling. High levels of fun, quality, and value make the MID2 a reliable, rewarding means of personal transportation.
COCKPIT
In the MID2’s cockpit, all controls fall within easy, natural reach. Instrumentation is logically arranged. If you have chosen the removable sunroof option (standard on the MID2 Turbo), enjoy the breeze with the removable tinted glass panels which can be conveniently stored behind the seats. Through the MID2’s tinted glass, you have a wide field of vision – engineering that clearly puts the driver first.
ENGINE
The MID2’s 1.6 liter twin cam engine takes the fast track with 115 horsepower. The MID2’s advanced four valve per cylinder technology permits the “free breathing” required to deliver peak power at top revs. If you thrill the dynamic performance of the MID2, you will be ecstatic about the way the MID2 Turbo rockets you from 0-62mph in a mere 5.7 seconds. The MID2 Turbo engine is paired to a 5-speed manual gearbox with lower 1st and 2nd gears that burst you out front.
STYLE
© 1987 Hinode Motor Corp.
19 Likes
I’m familiar with the '80s MID2, so it makes perfect sense for you to make an updated trim for the purpose of this challenge.