I have a car in the making so you can expect at least one more entry I guess.
2 Likes
F**K IT WE BALL!
BEHOLD THE PROBABLY MIDDLE OF THE PACK, FIERCE THUNDER
Originally from 1989, with the goal of making a practical super car, Fierce Falcon or CBC Nasim depending where you’re from, was met with mixed reactions. The car was as practical as a super car got for the time, but with it came many issues, such as an underpowered engine (An NA V6 super car? Blasphemy) and orders taking so long many canceling their orders. But those who got their car, loved it, the all aluminum chassis and body was a first of it’s kind, before the shift to carbon fiber, making this car light while being able to offer some creature comfort and spaces for storage! Comes both with a thrunk and trunk too while that V6 gave good gas milage!
BUT enough about the original car!
The car before you was not real, it was a collaboration with the hit game Grand voyage 6, a realistic racing game and they wanted a cover car. They made an alternate version of Fierce Thunder as if it was modernized! The Result was what became known as the “Bass mouth” Thunder due to the large grill at the front.
Due to good reception of the car, a tuning company made a clone of it from the game, keeping a lot of things faithful to the original car but updating all the interior and engine to be more modern and powerful!
(SIDE NOTE:)
This was a rushed job, i think it’s fine to compete but ain’t winning, just lemme know where to improve for future in the review if possible, thanks for hosting!
7 Likes
Somehow, I’m not the only one who’s entering something based on a late-80s/early-90s supercar here… I could’ve used my QFC58 entry as a donor car, but decided to take its replacement and enhance that one instead. And the LS35 is too new for this challenge anyway.
Yeah me too, I’m just struggling to find some time to do some interiors and a decent adv, but the rest is pretty much done
Here DuceDesigns (DDS) is at it again, creating something its partners (except Wells) were afraid to do. Given a blank check to essentially “expand on a classic”, the mission was set. Sift through the Wells Motor Group catalog and bring a classic back life. This felt like a true honor to those at the DDS studio being that they are indeed the newest addition to the company. So the team searched. Wells was first up, a company that seems to have no boundaries at times. The DDS team found some designs they liked, so many in fact they had to put a pin in them and decided to circle back later. Next up was the Allure catalog, the luxury division. After a brief overview, it was unanimously concluded that nothing from Allure fit the bill at the time. A bit disappointing since they had such high hopes going in. Next up, Axxus, the most plebian and mundane of the four. Talk about hopes, the team had little to none. Flipping through the pages of all the models, one jumped out at everyone involved. The 1980 Axxus Enigma. Well received in its day, OG post the Enigma was Axxus’ attempt at pushing the brand further upmarket. It had a 205hp SOHC 90degree V-8 with AWD, in a 4-seat coupe. This car was completely off the richter scale for Axxus in its day, a crazy idea for sure. What do you do with a past crazy idea? You update it with another crazy idea, that’s what. With that, the DDS GST was born. Given a heart transplant, the anemic 205hp v8 was replaced with a parts bin 618hp 4.4TT V-8. The advanced 4spd auto was replaced with an even MORE adv 6spd unit. Revised suspension and wheel and tire setup all combine for a 2.9sec 0-60 time all while holding steady at .98g. Crazy right? Yes, we know.
The DDS GST
3 Likes
We all know what a hot-tempered man from a little town in Northern Italy said about a new British coupé came out back in 1961. Perfect for a thief in a black weird-sexual-games suit as main character of a comic book, with plenty of space to be filled of hotel room's furniture.
The E-Type was the perfect car to forget the Ferrari you were dreaming about yesterday. Initially offered with a 3.8/4.2 L straight six, Jaguar shifted to a 5.3 V12 for the 3rd series in 1971 which developped just 7 hp more. The E - R12 is a love letter to something that maybe doesn't even need to be restomodded, or modernized, or anything a little group of car enthousiasts locked in a shed build and then sell for 30 billions euros to three people all over the world.
According to a once-long-haired tv car program presenter the E-Type it's reason why in the UK there are speed limits on the freeway. Good thing, considering the 500+ hp V12 of the E - R12, a less than 1300 kg heavy car. The incredible performance data recorded shows that four digits for an engine power might help, but are not essentials.
The key features of an all time classic are extracted and cleverly placed to give it instantainous recognisability, with all the stuff we expect from a modern looking car, including a 8 speed automatic gearbox, perfect to let the car manage the rpm and let the driver take a breath before an hurricane unleashes as the throttle is being pushed and the 12 pistons start to fiercely move, producing what we like to call music, power and the pleasing collateral effect called speed.
Just like any other excellent car of that time being brought to our days, the danger of drawing a pair of moustache on the Mona Lisa is waiting behind the corner, so nearly nothing has been added, and all what made the E-Type one of the Cars is still here, chrome bumper excluded.
The E-Type was the perfect car to forget the Ferrari you were dreaming about yesterday. Initially offered with a 3.8/4.2 L straight six, Jaguar shifted to a 5.3 V12 for the 3rd series in 1971 which developped just 7 hp more. The E - R12 is a love letter to something that maybe doesn't even need to be restomodded, or modernized, or anything a little group of car enthousiasts locked in a shed build and then sell for 30 billions euros to three people all over the world.
According to a once-long-haired tv car program presenter the E-Type it's reason why in the UK there are speed limits on the freeway. Good thing, considering the 500+ hp V12 of the E - R12, a less than 1300 kg heavy car. The incredible performance data recorded shows that four digits for an engine power might help, but are not essentials.
The key features of an all time classic are extracted and cleverly placed to give it instantainous recognisability, with all the stuff we expect from a modern looking car, including a 8 speed automatic gearbox, perfect to let the car manage the rpm and let the driver take a breath before an hurricane unleashes as the throttle is being pushed and the 12 pistons start to fiercely move, producing what we like to call music, power and the pleasing collateral effect called speed.
Just like any other excellent car of that time being brought to our days, the danger of drawing a pair of moustache on the Mona Lisa is waiting behind the corner, so nearly nothing has been added, and all what made the E-Type one of the Cars is still here, chrome bumper excluded.
5 Likes
1984/2020 IP OCELOT 3000 GLT - REIMAGINED BY LMJ DESIGN
Introduced in 1980, the IP Ocelot was the sporty personal luxury coupé from the brand, forged to take on the likes of the Toyota Soarer, Nissan Leopard and Mazda Cosmo. A car full of gizmos that still was capable to leave most regular cars in the dust performance wise. In 1983 the top model was introduced, the 3000 GLT with its turbocharged 3 litre V6.
At LMJ Design we stay true to the original philosophy, now with a 3.8 litre twin turbo V6, that is lifted from the IMOS (IP Motorsports) tuned version of the Cedesca supercar. The six speed dual clutch transmission is also taken from that car, the differential is updated to a torsen type, the brakes now larger, ventilated stuff. Variable steering, traction control and ABS were also added, as well as adaptive dampers. So it could be said that the chassis is really up to the task of handling the engine now, with its power output of 600 hp.
As for the exterior, it only has very subtle updates, like flared arches to fit the meatier 18 inch wheels, clear indicators all around and projector headlights with LED DRLs. Because, the essence of the Ocelot is being raw, pure unfiltered 80s aesthetics - and we kept them quite unchanged, down to the T-tops and two tone paint.
The interior looks more or less the same, but is updated with higher quality materials, and there’s now a wood steering wheel and shift knob too.
LMJ Design reimagines the IP Ocelot. Yours for $41000 AMU.
4 Likes
CSR166
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2 Likes
In Collaboration with
19 Likes
ARLINGTON POCONO REVOLUTION
A revival of an old Southern racing legend, re-imagined and revitalized with modern performance know-how and a dedication to the original legacy
Background and Original Car Lore
When the Pocono nameplate arrived to the Arlington’s intermediate passenger cars, it was not yet legendary: The tri-oval raceway sharing the car’s name was not even open yet. It was just the name of a mountain range, and was meant to celebrate and perpetuate Arlington’s sales advance from its Gulf South stronghold into the rest of the continental United States. That being said, a rising tide lifteth all boats, so in the power-drunk Sixties the Pocono - being a high-trim edition of Arlington’s intermediate - became its face in the stock-car racing world as well as on the muscle car street & strip scene.
A fierce 427ci Pocono on its Wide Oval redline tires - a common sight at dragstrips well into the 1970s
Of course, the closing years of the 1960s brought forth the era of NASCAR’s Aero Warriors, among them the Pocono Arrowhead. Using a totally new nose (which was technically illegal due to headlight height; the cars were homologated for street use with a comically tall suspension lift) and utilizing other aerodynamic tricks like a mostly-flush backlight and even hidden door handles, the Arlington car cut through the air like, well, an arrow - and became one of the fastest streamliners in the sport. This was further aided by the stout, wide-bore Arlington big block, a 4.72" bore center spaced monster mill capped by stock car regulations to a still huge 427 cubic inches - or, if you will, seven liters. This was a more simple and straightforward wedge-head compared to some manufacturers’ Hemi cars, yet was still good enough for over 600 hp in race trim.
A Pocono Arrowhead stock car. Note the absence of trim, mirrors, and turn signals.
Like most streamliners, the true Arrowheads sold slow and few, were unforgiving in usage, and had engines hardly suitable for the streets or - for that matter - even for most gas stations. While the car was far from ugly, the low-mounted headlights and the “headlight-style” indicators turned off buyers somewhat -and the price when new was very steep. Not many are left today, and prices have predictably skyrocketed even further.
The Pocono nameplate continued for another two generations, living to see both the collapse of the street performance scene and the rise of the Pocono Raceway to the fastest track in stock car racing. “Pocono beats Daytona” and similar witty remarks abounded in racing discourse as well as mast-measuring contests - but the elusive Arrowhead-style Pocono, unobtainium as early as the late 1980s, was no longer something you bought - just something you dreamed of.
The Arrowhead as-bought (dealers were trained to remove the lift) as opposed to as-produced.
The Revolution Restomod
So what’s so revolutionary about this restomod? Why does Lonestar Labs demand a cool $66,999 and a 10-month lead time for the build? Well…
First off - and while it’s not particularly a problem - LL actually sacrifice two donor cars for every build. One Pocono for much of the bodywork, the VIN and other bits and bobs, and also one relatively modern (2002+) Archprince. You see, instead of just restoring an old car with an old, overweight frame with many safety defects, Lonestar instead prefers to work the relatively modern (high-strength steel, multilink suspension chassis of the much newer fullsize, which just so happens to have an extremely similar wheelbase to the older car.
Imagine that - it only takes a junked police or taxi fleet car to significantly improve the structural and driving characteristics of a Pocono.
With the frame swapped, Lonestar fabricates new front wings and hood to match a modernized Arrowhead look from aluminum and carbon fiber - and extends a similar treatment to the tailgate and rear bumper for a totally renewed and modernized fascia look, with the bonus of making the front wheel arches tall enough to allow a slammed look while not compromising any drivability via rubbing. The standard package - this one worth much less than the above price - simply finishes up with a modern high-end interior and a crate engine of your choice and calls it a day.
The works package for this build - named the 2GN (two-gallon) Revolution - is a much more comprehensive overhaul. Between its aluminum 462ci big block, its titanium side exhausts, the massive rear diffusers, the mammoth-width mag wheels on 200-treadwear rubber and the wondrous metal-matrix compound driveshaft good for 220+ mph (note: tires rated for that speed NOT provided, defeatable software speed limiter is included), this package is a one-car reckoning with the horsepower wars. With a standard “pro street” degree of suspension tuning, and adjustable magnetorheological dampers and a generous amount of carbon fiber, the Revolution is also a two-ton track monster, with above-1.1g cornering guaranteed.
In other words, a streamlined Pocono is still something to dream of - but you can buy one again and enjoy it on the daily, too.
Modifications and Specifications List
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1963-1972 Arlington 303, Acadia or Pocono donor car, VIN and title
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2002-2011 Arlington Archprince perimeter frame and basic suspension geometry
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Crate 462 cubic inch Arlington Big Block:
AR462X short block with dished or flat-top forged pistons, H-beam rods and 4340 crank
Direct Injection kit
Large-port 23-degree cylinder heads
QuikFlo short-runner port-matched intake
13:1 Compression
620 ML 248/252 D 109 LSA camshaft - 3500-6500 Op Range
690 hp @ 6200 / 580 ft-lb @ 5000 with 49-state pack (WES9)
OR
10.4:1 Compression
605 ML 236/244 D 111 LSA camshaft - 3000-6000 Op Range
630 hp @ 6200 / 550 ft-lb @ 5000 with CARB Pack (WES11)
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6-speed ZR8060CR manual transmission OR 5-speed TOD-HD automatic OR 7-speed 7S90 automatic
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Metal-Matrix Composite Danny’s 10,000 RPM-balanced and certified One Piece Driveshaft
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Heavy-Duty BeveLock-9IRS rear differential
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285/35WR18 (F) and 325/35WR18 (R) Phoenix PK660 directional ultra high-performance tires
(Hoser AXE-7 and many other tire brands available upon request) -
Suspension (F/R):
Control arms, 430# coil springs, magnetorheological shock absorbers, tubular stabilizer /
Multilink, 440# coil springs, magnetorheological shock absorbers, solid stabilizer -
SCREAMR valved titanium exhaust system
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40-gallon enduro fuel tank
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ABS and ESC system wired and installed
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CarPlay and AA-compatible infotainment system
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Aftermarket A/C with dual-zone
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Modern-style steering wheel with built-in infotainment controls and cruiser
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Acceleration: 0-60 in 3.4s, 1/4 mile in 11.4s (UNPREPPED ASPHALT)
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Top Speed: 168mph (tire-limited); 225mph (theoretical)
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Lateral Grip: 1.14-1.18g
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Combined Fuel Consumption: 12.2 mpg
Bonus Image
Heaven is real and it costs $66,999 plus a base model donor car
Credit to @Kyorg for some design details
14 Likes
It’s good to see a final flurry of entries in the last few days before the deadline - after all, recent trends have shown that, in terms of aesthetics at least, it’s usually better to take your sweet time with a CSR entry than to have a rush job.
1 Like
CSR166
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5 Likes
Knightwick Kestrel touring coupe by Midlands Sports Rebuilds
1959 Knightwick Kestrel Touring coupe
Built from the base of the Knightwick Sabre open top sports car, Carrosserie Marin where tasked with turning this small roadster into a more premium GT car. The result kept similar lines from the shoulder down, however the roof and rear design was bespoke for the Kestrel as was much of the interior.
The shell of the car along with a fully fitted interior was made in France and then shipped to England for the drivetrain to be installed. Unlike the Sabre with it’s two litre four cylinder engine, the Kestrel used a larger three litre inline six
The time consuming back and forth nature of this construction made the Kestrel much more costly than the Sabre it was built upon, meaning only 250 cars were actually finished in the 2 year production run
Technical Specifications
| Length | 3.99m |
| Width | 1.59m |
| Wheelbase | 2.34m |
| Weight | 911KG |
| Chassis | Steel Unibody |
| Front Suspension | Double wishbone, twin tube dampers |
| Rear Suspension | Solid axle coil spring, twin tube dampers |
| Front Brakes | 240mm solid discs, single caliper |
| Rear Brakes | 220mm single leading shoe drum |
| Steering | rack and pinion |
| Front Tyres | P165 80C15 102U bias ply |
| Rear Tyres | P165 80C15 102U bias ply |
| Engine | 2914cc inline six with twin two barrel carburretor |
| Transmission | four speed manual |
| Power | 129bhp@5000rpm |
| Torque | 203NM@3700rpm |
2020 Knightwick Kestrel by Midlands Sports Rebuilds
The Kestrel by MSR takes an original 1959 car and strengthens the shell and welds in new wider flared arches then it is repainted in any colour of the buyers choice.
Headlights are replaced with fully led units with daytime running lights at the edges. Permanent spotlights are fitted to the new lightweight bumpers which house the indicators and fog lamps.
The tail lights are also replaced with custom units housing all the lights in concentric circle designs.
Like the original car a three litre inline six is used, this time however it is a fully modern high revving version with 343 horsepower and a high performance six speed gearbox and lsd.
Wider wheels fit under the new arches with modern high speed tyres. Brakes have been massively upgraded front and rear and electronic esc and abs has been added too with the new brake hubs.
Technical Specifications
| Length | 3.99m |
| Width | 1.61m |
| Wheelbase | 2.34m |
| Weight | 1083KG |
| Chassis | Steel Unibody |
| Front Suspension | Double wishbone, adaptive dampers |
| Rear Suspension | Solid axle coil spring, adaptive dampers |
| Front Brakes | 300mm vented discs, double piston caliper |
| Rear Brakes | 250mm solid discs, single piston caliper |
| Steering | rack and pinion hydraulic assistance |
| Front Tyres | P235 45R16 96(y) radial |
| Rear Tyres | P235 45R16 96(y) radial |
| Engine | 2993cc inline six with performance direct injection |
| Transmission | six speed manual |
| Power | 343bhp@7000rpm |
| Torque | 380NM@5100rpm |
9 Likes
A brief history of the Régal/Octane Aeron
1984 Octane Aeron 2600 SS pictured
Introduced in 1981 by Régal, the Aeron was built for the upcoming Group B in mind, but the first edition was quite tamer, with a 2.4L 6 cylinder producing 180hp.
It was at that time released with a full aluminium and monocoque construction, DW in front and rear, vented disc up front, RWD and manual gearbox that remained for the full production run of the Aeron, either by Régal or Octane. A hydraulic rack was introduced in the late 80s.
It sold ok in its introduction year, but production run was low still. In 1982 everything changed - Octane, the tuning and performance division of Régal that was acquired through merging with Angus Automobile, went to work and built the Octane Aeron SuperSport, which was the homologation car for Group B. Lightweight, fully sport tuned, it came with multiple engines raging from 2.6L to 3.5L V6s during it production run lasting until the early 90s, compared to the inline 6 preferred by Régal.
The Octane 2600 SS version became the most popular (and most affordable), selling like hot cakes all due to the racing version competing in Group B.
Unlike some competitors, the Aeron was never built with AWD in mind, always driven at the rear - it was only in the late 80s, after the Group B run, that it acquired a torsen-derived all-wheel drive on the Octane edition - Régal never sold a AWD version of the Aeron.
A turbo version was (briefly) introduced early on by Régal however, but it had a lot of issues and never sold well. Since Octane was not experienced yet with tuning turbos, it never introduced a turbo to their lineup.
2025 Octane Aeron (Carbon Edition)
Fast forward to 2025 - You can transform your Aeron donor car to the Carbon edition! This full restomod is both respecting the original car but making it even more of a beast. While you can use it as a daily, the scorched tarmac will beg for a lap.
The basic platform and chassis is the same as the original, with full alu panels and monocoque DW at both ends, but tuned with high quality modern performance parts. A torsen AWD is taken from the '92 car and retrofitted (if needed on the donor car) and the 6-speed gearbox of the 3500 SS. The hydraulic rack of the '88 version is also installed.
The last engineering change is the active sport springs, fully controlled from the dash - while it was never a stock option, it became a popular aftermarket upgrade in later years. Same with the 20 inch wheels.
While a lot of people asks to remove the +2 seats in the rear, we recommend leaving them in. In any case, we will refurb the full interior with handmade lightweight materials, fully reupholstered and upgraded with a modern satnav system, better heating and A/C controls, a screen for the rear occupants with they own controls, a modern HIFI system in the rear with 4 speakers and a sub, upgraded modern safety feature and full electronic stability control.
We’re also ready to tackle the body - the biggest change will be the brand new panoramic glass canopy replacing the vented roof and rear slanted louvers. It also acts can as a sunroof controlled on the dash with shade control as an option. This is possible with the diet we squeeze the Aeron through, and the extra weight is negated while aerodynamics are greatly improved.
We’ve also modernized the panels (most were remade) and improved cooling while also removing most external vents that caused drag. Front and rear lights were rebuilt with modern leds and projector headlights, all fitted in the original fascia. Gone are the popups tho, but their history remains clearly visible on the hood.
Then comes the engine. We decided to rebuild mostly the 2.6L V6, as it is the easiest to work with and can be retrofitted with the later Octane VLTx system used in 2004+. Despite 2600cc, the engine can roar up to 340hp and weights much less than the 3500 SS version that achieved such numbers in the past. It is more responsive, higher revving and better sounding in our opinion.
What does this all give you? An Aeron that can go from 0 to 60 in 4 seconds, and reach 200 mph without a sweat. It is incredibly easy to drive but also exciting. No turbo lag, very responsive but smooth ride. It is the Aeron you’ve always dreamed of!
Call today, prices starts at 82k.
By MTL Customs & Tuning
12 Likes
A modern reawakening of Hoffsman's most daring legacy.
Colab between @Kanye_West & @Oreology
Originally made from 1978 to 1988, the Hoffsman Salto HSR was the brand’s defining moment in the world of performance cars. Built to be both a Group 5 and Group B competitor, the Salto carved a niche for itself as a formidable race machine. It was never a global bestseller but it was proof that Hoffsman could throw down with the best. It became a cult classic in circles that knew performance and pedigree when they saw it.
Through the ‘90s and 2000s, Hoffsman quietly continued building cars. But it wasn’t until the late 2010s and early 2020s, under a bold new rebrand, that the marque finally reached worldwide recognition. The turning point came when the company’s board appointed designer Willson Francis as Head of Design. Francis, known for his love of aggressive, snake-like designs, gave the brand a visual identity it needed for its modern wave.
Under Francis’ vision, the Salto was reborn this time as a restomod program. The 2026 Hoffsman Salto HSR Program takes surviving original chassis and completely overhauls them with modern drivetrains, suspension, and interiors, while retaining the soul of the original racer. The design preserves the wedge-like stance of the '80s icon but updates it with sleek aerodynamic detailing, a refined body, and most notably, Hoffsman’s new signature “star lights” a visual metaphor for the brand’s shift from forgotten past to blazing future. Within the same program Hoffsman developed the Salto retro modern which starts from the ground up its own thing
While the HSR Program oozes style and nostalgia, it was never meant to sit in a climate-controlled garage. The chassis tuning draws on both the original Salto’s motorsport DNA and the precision of modern engineering. With a mid-mounted, high-revving naturally aspirated V8, the 2026 HSR delivers razor-sharp response, real-world usability, and street-legal thrills with track-day confidence. It’s engaging, loud in all the right ways, and communicative, something that reminds you why we used to love driving.
This is not mass production. Each Salto HSR is a labor-intensive commission, combining original Hoffsman chassis with new carbon-intensive bodywork, custom interior options, and extensive quality control. That said, the HSR is not a gimmick. It’s reliable, functional, and fully engineered for modern use. Hoffsman has poured everything into this vehicle not to cash in on retro trends, but to finally pay respect to a car that deserved it 40 years ago.
17 Likes
The Tale of 2 Legends:
From he fashion brand NeW SPACe:
History of NeW SPACe
Founded by Shaun “King” Smith a 3rd generation Jamaican 
who born in Dover, UK 
on November 24, 1984.
Shaun studied in Paris, France 
majoring in fashion design in 2004 and graduated in 2008, of which he worked as an apprentice for accomplished suit-maker Jensen Morrow for 5 years learning the industry. During those years, Shaun struggled with homelessness until 2014 of which Jensen provided him with housing.
In 2015, at the age of 31, founded NeW SPACe initially designing t-shirts and reworked jeans then started designing shoes, watches, and handbags.
Some world building
This very car, the Queenland Elizabeth is a very British icon developed in the 70s as a very charming tourer.
However, this is not a history lesson for the car itself, for the one we found had an interesting story as to how it got into the hands of this designer brand:
This particular Elizabeth once belonged to a queen of the modern republic of Prascht.
[IMAGE OF QUEEN’S CAR TO BE SOON PLACED]
The Kingdom of Prascht was an old kingdom of settlers arriving to a new colony of the Kingdom of Rieen. (Similar situation with South Africa 
and the Netherlands 
, this colony was treated similarly like Brazil 
and Portugal 
of which it has a history similar to that of Ethiopia 
and a revolution like Iran 
) starting in the early 1600s.
(The settlers were known as Prakkers)
Kingdom of Prascht:
This kingdom ruled over the natives for over 200 years, with some mingling of the natives that have already lived there with the settlers and imported indentured servants (Similar to that of Guyana 
and India 
)
The kingdom ruled over, albeit with some controversy of how they treated the natives. This kingdom rose from a military outpost to a full on kingdom.
Second Kingdom of Prascht:
There was in-fighting with the royal family, they split into two. Thus a flag change was to be made to signify two different parties, the one above being about keeping the monarchy, while the other stripped it down to a couple variations of red, blue, and white.
Prascht Revolution:
(Similar to Iran’s case
) The native dissent and the addition of the underrepresented groups of post servitude with some efforts of the settler Prakkers (similar to Afrikkaners/Boers) led by Shon De Bosse (descendent of the second half that split from the royal family) declared a revolution against the crowned king Marteen Veldict Pryte with queen Victoria Moria Pryte along with their daughter/the princess Julieen Veldict-Moria Pryte.
[This is about the time that the car would be given to the princess around the 80s where the revolution would soon happen]
The revolutionaries would win, with Shon De Bosse being the voted president in hopes to change the rule of the nation. Trying to amend the wrongs that have been committed, and to hopefully build a more equal society.
Post Prascht Revolution:
With the “democracy” being built, and the royal family in exile, De Bosse decided to enforce martial law and strict isolationism from the world. Following a self-determination path (akin to North Korea’s 
Juche policy), would bring many rights for the oppressed while taking personal freedoms in the name of bringing democracy, despite the fact that this was a dictatorship in disguise.
The title, “Grand Dictator”, would be applied to Shon De Bosse’s life as he would bring education to the masses, industrialize the country, and expedite RND into resource extraction (Similar to China’s 
5-year plan & Botswana’s 
exploration into using their natural resources post independence. Though the dictatorship was more closer to Taiwan 
/ Singapore 
).
Modern Prascht Republic:
The modern republic would be formed when Shon De Bosse’s successor, Jahn Kee (A native) would take it to the modern era.
the end-ish. If you read this far, you’re in for a treat, for this is some bricklaying for a potential new challenge in the future.
The Car in Question:
[The royal family was exiled and it was presumed they escaped to south America for safety, with some theorizing Argentina 
, Brazil , Indonesia 
, Madagascar 
, Canada 
, and etc. No one is for sure where they have gone if they were dead before they left. But certain items once belonged to the royal family could be either theorized as them trying to save some stuff from the old kingdom, or that the revolutionaries got them as part of their spoils of which stuff eventually traded hands many times.]
From the shores of Great Britain comes the Queenland Elizabeth which was found in a barn abandoned in Estancia, Falkland Island 
which somehow found its way there. Nothing is for sure, but it seems like it was too good of an opportunity to pass once we had our hands on it. A 3rd party imported it for us, but records were a bit foggy due to the fact that quite simply, they were rotten 
. However, in the glovebox, we were able to find a handkerchief with the Prascht flag and the initials J.V-M.P which when inquired seemed to connect this car with the princess. However this was quite speculative as this may or may not prove whether it was indeed her car, as the vin was scraped and etched many times.
Evolution of the disrepair of the Queenland:
Was moved to a barn:
No one ones how it got here, but one things for certain, a vision would soon come into fruition…
NeWSPACe wanted to create something bold while sticking to some of its originality, for starters, the company wanted to keep the two-tone paint scheme that the Queenlands usually came in with a twist of course. The team decided on a unique pearlescent paintjob that shifted colors depending on the angle you look at. The team noted that a widebody was to be done, and so with that and a custom spoiler, they also that they needed larger wheels to accommodate the wide body itself.
Knowing some specs of the original being a 2L V6 only making ~200HP, the team decided to source an engine from it’s modern equivalent of which the turbocharged boxer-6 creating 600+ HP, paired with a sequential transmission to send power to its new AWD system also sourced from its modern successor. Launching this rocket to under 3 seconds.
The interior received new leather and a touch screen to modernize the car as a whole, helping it to accommodate the driver with new driving aids and safety features that weren’t included in the original car. Implementing a new UI unique this vehicle itself.
While it was a long time in the works, it definitely paid off with how fast this car goes and how comfortable it is. From an British 
island off the coast of Argentina , this car could now its own home in your hand for about $80,000 AMU!
credits to @Ultimate_Billy & @moroza for helping me take photos of these cars while I’m away from my PC.
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This is a 1963 DCMW Barrijat Supremacy Twelve Kammback, better known as the famous “Falafel Van”. Totally restored with substantial modernizations in 2020. I’m a certified DCMW/Nordwagen Master Tech, employed at Nordwagen of Calgary. Everything except bodywork was done by me personally on the base of an original 63 Barrijat Supremacy Six, imported directly from Dalluha. It’s federalized and 100% street-legal, wearing the Dalluhan plate only for photos. I recently came across another one with a blown engine, and am selling a Restomod Service to build it similarly to my own, with some allowance for customizations by the buyer. Assuming an exact copy, it will cost $65900 and take a bit over eight months. I will offer extensive testdrives of mine so you know what you’ll be getting.
Dalluha Coach & Motor Works steadily ramped up its involvement in motorsports throughout the 50s. In 1960, it sent a prototype shooting brake to the famous La Marche race, where pre-race inspectors dubbed it a “battleship”. DCMW then put the car into production, naming it the same word translated into Dalluhan Arabic: Barrijat.
Two years later, aerodynamic developments were the hot item in motorsports, and a batch of Barrijats were modified with a promising new shape, the Kammback. Reflecting the nickname earned by a certain competitor with a prancing horse badge - the “bread van” - the logical equivalent for Dalluha was “falafel van”.
These 1962 Kammback models were all either Type R, meant for racing only, or Type RS, street-legal but rather firm and spartan. A small handful (sources vary, but none claim more than 40) were still unfinished by 1963, and as the deadline for keeping them legally titled as 1962 had already passed, far more extensive customizations could be afforded, such that these “1963” cars have the mechanical refinement and interior amenities the world had come to expect from typical DCMW. All 1963 Kammback models, whether Type R or comfort-spec, were sold as Supremacy-grade.
1963 was also significant in that it was the year DCMW’s Hetvesian subsidiary, Nordwagen, was founded. The Barrijat was rebadged as the Nordwagen Thor, and all export markets switched to that by 1964, making 1963 the last year a Barrijat could be sold new in Canada or the US until 1990. Furthermore, the body changes to the Kammback version made conventional doors undesirable, so the 1963 cars were redesigned to use gullwing doors. That feature has remained with the Barrijat/Thor to this day, but the Kammback ended in 1963, making this year unique.
Modifications include a DCMW 12-200-39E-S442 crate engine, exhaust bypass valves, a 6-speed manual gearbox, helical LSD, LED lights, active shocks, variable electric power steering, modern safety equipment including reinforcements to the passenger compartment, modern Luxury-grade HUD, and more. Deliberately excluded were driving aids of any type apart from ABS; I figured the effort was not worth it for something I turn off anyway. The chassis is stiff, perfectly balanced to within .01%, and very intuitive to drive, though there’s no getting around the fact that 442hp moving less than 1200kg requires a degree of skill and restraint. In qualified hands, it’s an absolute rocket that’s also surprisingly comfortable, not to mention practical (I once moved a small couch with it). Serious buyers should contact me to see for themselves.
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[CSR 166 - Part 1. The Bins]
Vapourware
@DuceTheTruth100 DDS GST
[FILE NOT RECEIVED]
Looks like it was a coupe with a V8 swap. Not much else can be said however.
No Original Parts
@ReunionRacer25 TVC Satrack Remix
[MODEL YEAR 2020 (Max 1990)]
Despite its claimed “1980s” rally car heritage, the Satrack does not have any semblance of a 1980s rally car, nor has an engine that even refers to rally regulation of that time, exceeding max Group B engine sizes by an entire liter with its 3.7L turbo. In fact the only “rally credentials” it may seem to have is “having an AWD system”. If it wasn’t going to be binned for its model year, it would have been for its total lack of comfort at 0.6, below the average of the challenge by over 30 points. Its simply way too stiff for a street car, let alone a rally car.
Its a little difficult to give further criticism to this in the context of the challenge honestly, as it feels more like a car built then relabeled to enter the challenge, rather than a car built with the challenge premise in mind.
@AKA NOBUDDY Fierce Thunder (Bass Mouth)
[MODEL YEAR 2020 (Max 1990)]
While unfortunate reasons of a bin as a second file was sent with the corrections, the Fierce Thunder also would not have made it too far. A car being born from a game is an interesting premise, but it has to be said it is perhaps a bit too new to make waves amongst people who could actually afford the car. Visually its… alright, with the main complaint is the tiny rearview mirrors. There’s definitely quite a bit that could be improved with more experience, but proportionally it’s fine. Mechanically however, its not cohesive at all, with the full handmade luxury HUD mixed with… manual rack and pinion steering in a car that while not heavy, is not light either at nearly 1400kg. Maybe some people like working out clad in stitched leather but not sure how big that market is.
On the chassis end, some positive toe would definitely help with the huge tire offset that required it running 205s at the front and 275s at the back. For the engine… you gotta lay off the lean a bit there bro. With the fuel map set to 10 the throttle response was pretty heavily capped along with the performance hit, trading for fuel efficiency it did not need more of, at least not for this application anyways.
Development hell
@The_aerobirb JAG E-R12
[TECHPOOL 45.2M (Max 30M)]
Well, using a real car for lore isn’t a bad idea per se but its certainly not the most creative when it comes to challenges of this sort. The real sin here is that you resized the license plate… Which on that note, half the things on the car are weirdly small, from the plate, to the badges, to the exhaust, to the mirrors. The choice of an automanual is also rather questionable, where a manual would have simply done you better. (Or if you’re after stats, a Dual-Clutch)
For a restomod of a luxury sports car, the comfort is piss poor, landing it at 4th lowest - which if that doesn’t sound that low, it’s still 20 below average. Its not terrible in terms of handling, but the lack of aero also significantly hurts it with high speed instability. The engine is admittedly quite nicely sorted, but also have to keep in mind its where the rule break with the techpool had occurred.
Cannot be ran in your country
@sutarttt Tatus Alpen
[FUEL TYPE: Regular 91 (must be 98 or 100)]
Now, the Tatus does actually have the build and correct heritage for a 1980s rally car, as matched with the small blurb of lore. However, while the mechanicals are mostly sound aside from its massive staggered tires, its “cheaply built” backstory matches its exterior and interior. And cheaply built, does not make a car desirable unless you want a shitbox, which in that case you’ve completely misread the prompt. Diverting from that idea to spin a positive story instead would help its image a lot, such as being an underdog, going up against the big corporations and taking victories off of them when it could.
One the tuning front, there’s no other way to say it but it is very poorly tuned and not sorted out at all. Plagued with massive oversteer even with its massive stagger. Yes rear engined cars are definitely more tricky to tune than basically anything else in this game but if that’s what’s submitted, it’ll just have to be called out when it isn’t good. Along with that, it is also very uncomfortable and the engine has massive turbo lag. Plus, its also by far the least safe car submitted, to the point where I’m pretty sure its just straight up would be illegal to drive.
@ThatEpicBob Luftauto S2 (Restomod)
[FUEL TYPE: Premium 95 (must be 98 or 100)]
With literally no information that could be found about the base car of this restomod, it certainly was not going to be a desirable pick. The inclusion of a race diff certainly doesn’t help matters - effectively this by all means seems to be a kit car for the track with vague 7 letter brand 3 number model stylings. Also does not help that on a challenge that was encouraging quality use, literally none was used. Which makes it all the more surprising when its not the cheapest entry still. The usage of a cassettes still is additionally concerning for the interior.
And even though that does explain some of its woes, the suspension tuning is also not great. Way too stiff front springs in comparison to everything else, a roll angle fit for a truck… at the very least the rear engine oversteer is dialled out. Because of it however, it brings up the rear in drivability and that’s never a good thing for your car to be associated with.
@GassTiresandOil Angel Eyes StreetHawk Restomod
[FUEL TYPE: Premium 95 (must be 98 or 100)]
Of the bins for rule breaks, this one would be the most unfortunate one. While it wouldn’t be finalist material as we will see later, it is a good looking car at least. With strong lines, a good solid classic muscle looks and the star power of being a hero car in the 70s, the Streethawk does have a good start to its overall desirability. The 5.0L V8 adds to it as well, however Bill Boose went a little too hard on the modernization, with the full combination of a dual clutch transmission, electric power steering and full Luxury HUD lowering the authentic feel.
However, because of that it is also a decently well driving car, especially as its road tuning is honestly quite solid all around. Though that said the performance is a bit underwhelming for what it has, which while not slow, it should have the capability to go faster than a standard pony car. But really, that’s just nitpicking.
What can be applied to the Angel Eyes and all the cars above however, is an overall reluctance to invest in quality. While that does mean they sit lower on the price bracket - at about 20000 to 30000 less than the overall average, they also fall below average in every category that is of more importance. And while good tuning in combination of the appropriate part choices is what will make up the main gain in stats, proper quality use will also make significant differences. Just a part of the tools provided that seems to be vastly underused even at this point, when it was literally mentioned in the priorities that it’ll be good to use (and if that was confusing, no one asked about it!).
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