Cult of Personality ][ : The Boogaloo [LORE][RD 5 FINAL RESULTS]


The most widely accepted story behind the H33 is that Armor’s Chief Executive Bill Bronson was flipping through a notable car mag in 1990, looking to see how the Streethawk’s performance stacked up against the competition. It was then that he read an article about the upcoming GMC Cyclone, a pickup truck that spanked Armor’s muscle car in almost every performance category. To Bronson, this would not stand.

Noting that the Cyclone accomplished it’s performance with turbos and AWD, Armor Motors sought a partnership with a notable French automaker renowned for their rally prowess. In the partnership, Armor was able to use their AWD system for a fee, and an agreement not to enter any rally tournaments.

The problem was, the AWD system was front-wheel-drive based, which meant the Streethawk would have to sit this one out. Armor’s sub-compact Cricket was simply too small to cram AWD and turbos into, so the torch was passed to the new Valencia platform.

Initially, Armor’s engineers tried to emulate Mitsubishi’s Eclipse GSX by working over their 2.2 liter I4. The test mule (whereabouts are currently still unknown) was known as the H22. But, noting the Valencia’s larger (and heavier) body compared to the Eclipse, performance was left wanting. Bronson was quickly losing patience, so he approved use of the Valencia’s optional 3.3 liter V6.

With forged internals, turbos, and AWD the second test mule blasted through 0-60 in 5 seconds flat. And with that, the H33 was born.

Badging was sparse, with a simple H33 badge on the tail as the car’s only identifier. The rear spoiler, front bumper, grille, and hood scoop gave the H33 a slightly more aggressive look, setting it apart from standard Valencias. Still, it was born from an economy car, and looked the part.

The new car would end up raising more questions than it answered. How would the public react to an economy car with supercar-style performance? Was there enough room in Armor’s stable for 2 performance cars? And if not, which one would fall by the wayside? Only time would tell.


If it wraps significantly around into the fender like the Nissan that Knugcab showed, it counts as a side marker.


MY90 Keystone Q40 Senator

Struggling to maintain relevence in an ever increasingly competitive marketplace, Keystone spared no expense in developing their magnum opus, the MY90 Q40 Senator Grand Tourer.

As the 80’s marched on, Keystone’s senior management were becoming increasingly worried about Keystone staying relevent in the North American market. The US car scene had become increasingly more saturated with quality brands from both domestic source and further abroad, which meant that Keystone would have to invest in new product in order to maintain their place in the market, let alone conquest sales from everyone else!

Thanks to Reaganomics, life just got harder with nothing good to show for it!

Understanding that the entire Keystone range was substantially past it’s use by date, Management approved a targeted spending program, updating the entire catalogue, starting with the introduction of the new C series in 1988 and culminating with the light truck program in 1992. The Q40 was slated for introduction in 1990, the halo car of the range, which would prove to be a major departure from Q series cars of the past.

With open-top motoring basically dead in the States, and with the overall world market evolving, the quirky, cheap roadster was no more. The Q-series itself morphed into a Sports Tourer . A strict two seater, the Q40 was neither pure sports car, having a luxuriously appointed cabin, nor grand tourer. If one had to apply an older label to the new Q, it would be Personal Luxury Coupe.

Keystone, understanding they had to innovate, dropped the antiquated Surrey engine and Brampton engine derivatives and replaced them with a single engine choice: a brand new twin-cam, 4-litre, Britannia V8.

Buyers could still opt for a traditional 5-speed manual, but a new 4-speed electronically controlled automatic was offered for the first time. Standard features of pushed the new Q far upmarket from its previous version, as did the price tag. Due to the inevitable price hikes, market re-orientation and supply constraints, the Q-series was withdrawn from most markets outside of North America and Europe, with Japan and Australia being the most notable sole countries outside of this core to receive the new Q.

Model Specific Data

Trims available (all markets):
Q40 Senator

Notable standard equipment (not a full list):
A/C, antilock brakes, cruise control, power windows/locks/mirrors, tilt wheel with movable gauge pod, power driver’s seat, power moonroof, alloy wheels, premium woven cloth bucket seats, 160W AM/FM stereo with cassette and equalizers.

Equipment upgrades on the Senator trim:
Heated leather seats, dual power seats with two driver memory presets, limited slip rear differential, tilt-and-telescope wheel with movable gauge pod, hybrid analog-digital gauges, automatic climate control, leather-wrapped steering wheel, woodgrain trim package.

The Q40 Senator is all about the driving experience, but will that be enough to tempt buyers away from faster alternatives?

The 1992 IVERA Phoenix (The IVERA of the future)
The IVERA Phoenix, was considered by many to be one of the strangest cars ever put out by the luxury brand. In 1989, while the Executive was making history, IVERA Motors, realized they needed a replacement for their much older IVERA 130 sedan. The product was the Phoenix (or in the Swedish market the IVERA 230). The Phoenix was considered by many to be the car of the future, a brand new all aluminum engine, multi point fuel injection and many interior features and gimmicks. The priorities with the Phoenix were to make the ultimate driver's car unlike other vehicles of the time.

The Phoenix was powered by an all aluminum 3.7L flat 6 engine mounted length wise coupled to either a manual or automatic transmission driving the rear wheels. This unusual layout caused issues with servicing the engine’s cams and camshafts as the front wheels had to be removed for easier access to the engine bay. Many buyers were put off by the weird layout and engine and the extreme service costs. The layout lasted until 1997 when the engine was downsized and the car was given a width ways mounted engine and all wheel drive. The first generation of the Phoenix was not a great car to own, but since less than 93000 units were sold in the NA Markets, second hand values have skyrocketed especially for the versions with the 5 speed manual in estate form or the Sedan with the automatic


1991 Mara Irena Kabriolet Freedom Edition

The late 1980s were years of political and economical upheaval in Archana, and by the time 1990 rolled around, Archanan people (and companies) could enjoy a substantially higher level of freedom in their lives. The opening up of global markets brought their own challenges to the Archanan automotive industry, however, and Mara was among the automakers caught out with a model range with roots in the 60s and 70s. Changes over the years had been incremental at best, and development of entirely new models had been discouraged if the old one still sold well on the - less than demanding - home market.

Luckily, those constraints had not stopped Mara from trying new things within the space they had, and one such idea was adding an affordable convertible to the Irena line-up. As a convenient means to keep the development low-profile (and having learned from the endless saga to get the Kanyon off-roader certified for the NA market), Mara contracted out the development of the convertible to Mayster.

Mayster were of the very few Archanan boutique car manufacturers that had emerged over the years and still was in business in the 1980s. Mayster’s sole product had been a spaceframe & fibreglass 2-seater sports coupe / roadster built in low but steady numbers since the early 1960s. Keeping up with the export regulations for Fruinia - one of Mayster’s main export markets - had also given them considerable expertise in how to sufficiently strengthen convertible bodies to meet increasing safety regulations. The resulting Irena convertible emphasised sturdiness over user-friendliness and appeared first on the Archanan market in the mid-1980s.

The Irena convertible’s rollover bar could be easily removed as well, but only in the ADM (Archanan domestic market) version

Mara’s first development project to finish after the sweeping changes in their home country was a quick Irena facelift just in time for the global market liberalisation in 1990. And there were quite a few new things at least under the Irenas’ hood: fuel injected engines with three-way catalysts as standard, an optional automatic gearbox, optional power steering (both based on what had already been available in the Kavaler), and a thoroughly revised interior to keep up with increased international expectations, including cassette players as standard.

To celebrate the occasion, the red and the yellow from the Archanan national flag were available as special colours for the Irena range in 1990. Black was omitted due to historical connotations to the black Irena V8 interceptor models in the 1960s and 1970s.

Meanwhile in NA, Maxsim Bricklov had been facing ever-dwindling sales numbers over the 1980s (and the safety saga around the Kanyon’s introduction certainly had not helped), and he even had considered closing the import business entirely late in the decade. However, news of entirely new Mara models being finally in development had kept his hopes up. Hope alone, however, was not going to keep his business afloat until then, so he was looking for something to sell NOW, instead of in a few years. Hence, the idea of a special Freedom edition for the most recent facelift of the Irena convertible was born, in order to celebrate the sweeping changes in Archana.

Love or hate it, but Maxsim Bricklov’s ad campaign for the Irena Kabriolet certainly did not go unnoticed in NA

And yes, Maxsim indeed had to have the ad campaign’s tagline changed slightly, after failing to sign a certain then-famous singer for the TV campaign…

Car lore post: Mara Motors Company Thread (now up to date till 2000) - #2 by AndiD
Some background on Mayster (chapter 2 has the Irena reference): Mayster & AMM Company Thread (Mara performance division)


1991 Arlington Foxhound SR348 ‘Disintegrator’


Foxhound SR348 Disintegrator - side view.

Arlington is an American car company headquartered… in Arlington. In the time period in question - the 1980s - the Arlington marque’s niche were entry-level premium cars, not too dissimilar in market segment from Buick and Mercury.

At the close of the 70s, Arlington had no true sports car. The Somervell sports/luxury brand was culled by the recessions, regulations and oil crises, and importing expensive German Waldersees didn’t really work out, either. It was time for a new approach. The Arlington Foxhound, all-new for 1983, was initially envisioned as a more sophisticated, serious muscle car - one with independent rear suspension, limited-slip differentials for the V8s and power like nobody had seen since the 1960s. So, whereas regular Arlington engines were lined up to power the lower trims of the Foxhound, the company’s SR performance division was charged with producing a more powerful engine than Arlington’s venerable 5.0 176hp small-block. The eggheads at SR scratched their domes for a bit and put OHC heads on said small-block, which promptly spit out an extra 45 horsepower; and thus, the Arlington CamTech engine was born, and rolled out in the new Arlington Foxhound SR303 - a working-class hero car that could keep pace with a certain expensive German GT car. Or, at least, its American detuned version.


For comparison, a non-crazy, SOHC V6-powered Foxhound.

Fast forward to 1991. The CamTech engine has been turned from a jury-rigged mess into a polished company product with new port injection and shiny aluminum heads, and the 5.0 on the top-of the line Foxhound puts out 257 horse. The designers at Arlington are hard at work prototyping the muscle car’s second generation due in MY1993, and the guys at SR have some time before they’ll be called upon to optimize that car’s performance. For now, the old Foxhound needs to go out with a bang. To this end, the engine was stroked to 348 cu in - 5.7 L - pretty much the maximum an Arlington block can take - and given forged internals. This extracted a fearsome 320 horsepower and 345 lb-ft of torque, all on regular pump gas. The Foxhound fitted just with this engine, a pair of mean nostrils and meatier tires would be known as SR348.


The three shades of the Disintegrator. The other 47 do not exist, sorry.

But the SR boys are still bored, and Arlington is still rich enough to indulge them - so they then take the SR348, throw out half the speakers, install lighter seats, fit a wing on the back, sports tires, sports suspension - the works. The SR crew now reckoned that the Foxhound could now blow away that certain German GT car on the straight, in the corners, anywhere - so they called it the Disintegrator.


Somebody being stupid in a Disintegrator.

The Disintegrator was a gas guzzler and hand-modified, and as such required putting down a hefty $25,800 (actual price in AMU is 34,100 - I just adjusted it for inflation and added a few thousand because special edition) to get one new. Then again, for a car that did 0-60 in 5.1 seconds and a low-13 quarter mile, while still being one hell of a handler, probably not too much to ask. The planned production run was just 250, too, giving a far greater exclusivity and sense of occasion than the regular 348 Foxhound. It was sold in just three colors, one of which was boldly named Hell Green - indicating that the Texans now had the will to challenge cars raised in the Green Hell at Nurburgring.The car was notably light on electronic assistance, lacking a speed limiter due to the all-star tires fitted to it and not even featuring traction control.


Take a hint.

Lore post: Arlington Automotive Industries [1924007] - #18 by Texaslav


In a world of sportscars, you still need something to ferry the family in!

The 1990 Franklin Marshall HiWay. Base model, 2200L, shown.


1987 EcaMobile Chipleader V8

EcaMobile is a german manufactor of Injection and Induction System starting in the late 1960’s. The company aquired struggeling Engine builder and Sportscar builder “Pfeil” in 1975 and released 5 years later the their first joined car the Ace onto german roads. Today the company is mostly known for Luxury and Sportcars

The Chipleader is EcaMobiles third car after the Ace and the Broadway, giving customers a more rugged utilitarian product. First released in 1985 to the public the Chipleader was meant for the country cottage owner who needs something to go through the wet and muddy backrounds but still want luxury and performance.

The first Gen of the Chipleader came in a V8, V12 and a TwinTurbo V12 spec as the highest trim. To feel the waters of the american market only the V8 model was exported and retuned at first. Instead of the 250hp V8 the power figure dropped to 240hp. The transmission was also changed from a five speed manual to a 4 speed automatic limited to 210km/h.


**LONGLEY LIGHTNING “SpeedWagon” 1989

A boring wagon… Or so you thought
Founded in 1911, Longley Automotive concentrated on high end luxury performance cars until the end of WWII, when they began to dive into the more affordable car classes for that extra bit of money they needed. Longley, as most British car companies are, known for producing unreliable, terribly engineered but beautiful sports cars but also produced some boring econoboxes to challenge local rivals British Leyland. One of these boring, affordable cars was the Longley Lightning, an extremely long wagon (or estate as they call it in Britain, presumably because they are as large as a estate mansion lol) which was heavy and slow. It didn’t drive brilliantly, but it didn’t drive terrible either, which gave Longley an idea…

Sport Exhausts?! This is no ordinary station wagon
First they painted the car in their traditional white and British racing green colors, so it looked fast. That was all well and good, but they needed it to go fast. So they added a 3.6 litre turbocharged V6 engine with 255 BHP, a 5-speed manual and made it rear wheel drive. This shot it from 0-60 in 9 seconds, and you could fit your wife, three children and three big dogs (or suitcases if you don’t own a zoo) in the back as well

The “SpeedWagon” on the right, with the Premium model in the model, and the rubbish one on the left
Compared to Longley’s other sports models, the “SpeedWagon” (or “SuperEstate” in the UK) was quite reliable. This made it very popular with fathers on a mid life crisis

The whole idea of the model was to showcase Longley’s return to the sports market for the upcoming decade, whilst showcasing their new technology, including custom climate control (although this often broke within 1 month to a year), vented brake discs and electronic gauges (still used an 8 track for some reason).

The lovely interior, with lot’s of Benz S-Class styling cues
Compared to it’s main rivals, the BMW M5 and Mercedes S-Class, the “SpeedWagon” was incredibly cheap at just $28000, just 10K more than the base model. This was seen as the ultimate sleeper, until some Swedes dumped a 2.3 5-cylinder engine in a very long cardboard box turned up.


Shijiazhuang Motors L1 3.5TT


Shijiazhuang Motors is a Chinese automaker founded in 1992, partially funded by the Chinese government. They started by exporting a small, cheap, and fuel efficient sedan, dubbed the T1, with a transversely mounted 3.5 liter V6. Alongside the T1 they created the L1, a Premium family wagon, on a stretched version of the T1 chassis.

The L1 shown above is fitted with a Twin Turbo variant of the 3.5 liter V6, producing 285hp @ 6300RPM and 285lb-ft of torque @ 4300RPM, and fitted with a 4 speed automatic accelerates from 0 to 60 mph in 7.5 seconds, and has a top speed of 163 mph.

The L1 as shown was priced at 35,300 A$ in 1992, with that price commanding the aforementioned V6, a Premium interior with a cassette player, Transverse AWD, Advanced 90s Safety, and MultiLink Rear Suspension.


Fun and elegance fly free on this jet.

1989 Munot Levant GS Turbo


Munot’s launch of the 4th generation of Munot cars in North America was more successful than any previous generation in this region, and resulted plenty of cashflow to fund the expansion of Munot’s product line globally. One of these projects was the Levant.

The Levant was born from a couple of separate, but converging projects from earlier in the decade. The first one was born from an internal study conducted by a special group of Munot’s R&D division, attempting to identify new trends and untapped markets. They concluded that the market had become largely devoid of true spyders/roadsters, especially ones in reach of consumers (as opposed to aspirational models), and especially in North America. This led to a concept of a ~1-tonne, agile RWD/Kvadrat AWD spyder that used a simplified interior and design to keep costs down.

The second project was a lightweight, maneuverable sportscar for competing in Group S rallying, using an aluminum body and Munot’s Zweicam turbo I5. With the demise of Group S though, this line of development was frozen and eventually rolled into the roadster effort.

With the combination of the two projects, the concept grew in weight and further evolved, becoming a sportcar, a performance-oriented roadster that could compete with the sportscars in its price bracket. Sales of sportscars over the past several years, such as the explosive introduction of the Lynx or the rise of the RX-7, suggested that this was a rapidly expanding market in NA, and Munot hoped to get sportscars drivers to cross shop this concept in addition to those in the market for roadsters. Using their experience with aluminum bodies, a partial aluminum construction was used for the first time in a Munot mass production car, to keep weight at a manageable 1.2 tonnes. Munot’s long-standing turbo 2.1L I5, which in 87 had received a slight increase in stroke with the demise of Group B/Group S displacement rules, was chosen as the powerplant - now with Munot’s newly developed KRONOS VVT system, and of course the trademark Kvadrat AWD system was also built in. Finally, following the aerodynamic trend of all 4th Gen Munots, it received sharp shaping, with a drag coefficient of only 0.34 when fully equipped. This became the Levant GS Turbo - GS honoring its Group S origins - the most powerful Levant model, and back-designed from it, a range of cheaper naturally aspirated I5 models. The name Levant was picked from a competition won by Munot’s Basel office, referencing the easterly wind that typically brings good, gentle weather, along with the “exotic” Near Eastern region that is the home of civilization.

Aside from the body and aluminum-headed engine, the Levant’s cabin featured a number of innovative solutions to keep weight down - such as more expensive high-strength alloys. The interior was well furnished, giving a luxurious premium feel similar to the rest of Munot’s lineup - including the trademark “fighter cockpit” found on every 4th Gen, a reference to Munot’s factories in Emmen (the heart of Swiss aerospace). However, to keep costs down, a simpler sound system and stereo was provided, which also had the added benefit of keep the car agile and light. ABS mated to a viscous LSD - the first Munot to use one along with the Drache sedan - was included to improve driving characteristics, giving it an advantage over open diff cars, while being cheaper and slightly softer than the mechanical LSDs used on other Munot vehicles. Being a sportscar, no limiters were used either. Overall, the goal was not only to provide a car that was agile and fast, but also keep it more comfortable than your average performance-only car for everyday and long-distance driving…and promote the rest of Munot’s products.

Standard equipment on the Levant included cruise control, heated and powered ergonomic seats, tinted windows, automatic AC, and a five-speed manual. Additionally, on the GS Turbo, the Auto Information Computer, courtesy lights, and a passenger airbag was standard (all extra-cost options for other models). Optional features on all makes included an anti-theft system, a CD player, a hardtop to replace the soft-top, and the Helvetronic 4-speed automatic gearbox. All the standard colors were available for the Levant, with black being popular; for an extra cost a customer could order a white Levant with a black-painted bonnet.

This GS Turbo is a good representation of the Levant series as a whole, especially since it was the predecessor of the rest. It was supposed to outperform cars cheaper than it and out-price cars that were more expensive. Coming in at $27,700 base, the MSRP placed it firmly in the range of the Japanese import turbos, like the legendary RX-7, 300ZX, and MR2 turbo models, and also gave consumers a more accessible European option compared to Porsche among the sea of import/domestic cars. With its turbo I5 producing over 200 hp and a lack of wheelspin thanks to the Kvadrat drive, it managed to hit 100 km/h in under 6 seconds, outperforming on paper the cheaper MR2 and even the similarly priced RX-7, and keeping pace with the more expensive 300ZX, Corvette, and 944 Turbo (though the last one was admittedly more luxurious). Some cars could beat it in a straight line, like the Lynx L32 that Munot engineers respected, but they tended to be significantly more expensive - this car in particular was nearly twice the MSRP of the Levant GS Turbo - and Munot believed that their careful aerodynamics and tuning gave it agility that would be hard to beat, all while remaining fun and comfortable to drive.

Sales-wise, market research suggested a target of up to 10,000 cars (all models, with a few thousand being GS Turbos) per year in North America, and production rates could be adjusted via shift scheduling in either direction to match demand, so the company was cautiously optimistic about the fate of the Levant. The engineers believed they created a solid new, affordable addition that still honored Munot’s heritage and style. Production of this first generation Levant continued until '99, and the name/concept lives on to this day, with the GS Turbo always being a turbo I5 (though turbo I4s have taken over the rest of the line).

With the launch of the Levant in 1989, the first Munot car to be primarily marketed to North America, it was now up to the market to decide how it was received.


Automobile Munot AG - Uniquely Swiss.™


This is the best design from you that I’ve seen since I’ve been on this site.


80’s to 90’s is where my design language is permanently hardwired. That, and I was working on the Empress shortly after I showed off the Kingsnake. I took all the design cues I loved from cars around that time, or slightly before it, and melded them into one car. Concealable headlights, luggage rack on the trunk, rear-lighting explosion, Buick’s side vents, wire-spoke hubcaps on steel rims, chrome and dark metallic paints, plus wheel skirts on the rear axle. Because I had that extra bit of time, I tossed a basic interior together and called it good.

I had a different one I was tempted to unleash, but decided to go with the older, more tame one. Both would’ve been a Rowlari, but this is the one I liked a bit more. About the only thing I wasn’t certain on was what color it should be, because Rowlari Ruby Red is, well, somewhat close to Bricksley Crimson.

Anyway, thank you for the compliment.


Exactly what I have always been looking for. A chinese Mercedes Stagea! :smiley:


By 1990, the Sandhurst Louisianno had become a more family oriented car. Availiable with sedan and wagon body styles, and in 2 trim levels - GLS and GLE. The GLS had a 2.9L I6 with 78KW, while opting for the GLE gave you the 3.1L with 85KW, and traction control… there was an option for a 3100 HO with 99KW, identified by a thin red stripe under the rear “EFI” badging. Fuel economy for the 3200lb GLE auto sedan (on optional 16" rims and HO) was 22.4 MPG, with highway-only results being a much better 35.2 MPG; anything constant under 60 mph returned over 30MPG… Both trims had a 4 speaker cassette, with the GLE having the option of a higher powered set-up. 18-19 seconds wasn’t blistering for the 1/4 Mi, the exceedingly rare 5 speed manual could shave a second from that.

The most popular colour sold in 1990 were “Not Quite White”, “Blackcurrant Metallic” and “Iron Awe”.


One week (and 3 hours) left for submissions. However, if the rate of submissions doesn’t slow, this will be ended prematurely by max capacity, so don’t wait till the last minute.

Edit: DON’T FORGET TO PUT A FUEL DOOR ON YOUR CAR! Seriously… so far run across 3 cars without em.


Cabrera Pilgrim GT


The early 80s were a good moment for Cabrera´s operations in the US. Both the Fulgor and Boreas models were selling in good numbers, not extraordinary, but enough to justify more investment for this market.

Cabrera´s lineup proved to be more popular between people who were looking for a rugged, reliable workhorse. But other brands were fighting for that market too. Subaru and AMC (Especially with the Eagle) sold in much better numbers, their success was attributed to their 4WD systems, which Cabrera didn´t have at that time.

Using the current gen Boreas (the next gen was already being developed, moving to a FWD platform) as a base, they lifted the car and fitted it with 4WD (developed with some help from a Subaru car we disassembled) and some extra mods for better offroad performance.

While the new gen Boreas was released in 1987, the Pilgrim (with the prevous gen underpinnings) would survive until 1994, when they released their first purposely-built offroad car.


1988 RCM Atlantic Mosport SV6


1992 Angus Screamer - Octane Edition

In 1987, Régal released its Rapide GT sport car in Europe. It was a very fast mid-engine sport car that was fairly successful, but not available in north america due to export laws and regulations.

Since the mid-80s merger with Régal, Angus Automobile was now focused on commercial and utility vehicles only for the north american market. However, Both Angus and Régal were not sure what to do with Octane, the performance badge used by Angus. For 1990, they decided that Octane would rebadge the Rapide GT and modify it for the US and Canada. It ended up being a complex endeavor and they realized that the market was not there for a mid/top-level mid engine car in the US.

After multiple reworks (and quite a bit of infighting), the Angus Screamer was released as Angus’ swan song. It was now a severely downtuned Rapide GT positioned more as an entry level sport car. Not satisfied by how things were developed, Octane decided to modify it and try to bring it back on the performance track.

They had their chance in 1992 - the Screamer - Octane Edition was born. Its engine was swapped out from the downtuned Régal 3.0L 6 cylinder boxer to the new Régal 3.6L, and while still downtuned for regular octane, it was outputting 250 HP now compared to the 180 HP of the base edition. The whole body was now partial aluminum as well and it sported larger alloy rims.

The automatic transmission of the Screamer was replaced by a 5-speed only manual, and the ride was lowered. Overall, it was a lighter and complete performance package, but retain the general profile of the Screamer. After some infighting, it was only released as a performance trim of the Screamer.

It would take a few years still before Octane were able to take ownership of their destiny, but everything hanged on the 1992 Angus Screamer - Octane Edition for now. Is the north american market ready for it?

OOC: Did not yet have time to update my lore post, will come in the next few days.


1992 Wells Apollo

Built with YOU in mind.


An all ALUMINUM v8 will propell YOU to 60mph in 7 seconds.

All the while SURROUNDING you in the best LUXURY.

SMOOTH and subtle.

Sleek and ELEGANT.

Get your APOLLO

And the REST will FOLLOW

MSRP $44,100