Sorry, I meant one “set” of sealed beam headlights, with 4 5.5’’ lights or 2 7’’ lights counting as one set.
And the Euro-spec of that Mercedes W124 used modern composite headlights.
At least, it did according to this source. Should probably cite these when I use them. :D
Edit: Still, should probably double check/research what I write before I post it next time. I admit fault there.
Edit 2: Bruh, how did I just see the European plate on the image I used?
The W123 shown is a lower spec euro model, yes, that had round lights behind a glass cover (outer = headlight, inner = foglight). The US model looked almost the same but used 7" sealed beams for the outer headlights and had no cover over the lights (and also, yellow foglights). You can also see the heftier US bumper here.
Higher spec euro models (and from 1983, every euro W123) looked like this:
1965 SHIDLEY SKIDMORE
Are you still working on this, or did you forget to PM me the .car file?
i havent quite finished tuning it, ill send it soon
1966 Schnell New 1700S
Introducing the New Series line of cars. Made to replace and rename further cars in the 1000 Series lineup, a series of Sport sedans and Executive cars starting in 1966 onwards. This example features a 1700cc engine with a measly 84hp. This car was made to redesign the entire lineup of cars and revolutionise them. Starting from 11500AMU. It boasts a 20MPG rating and a very aerodynamic design. Only the best of German Engineering
My 2 brands for this competition will be the American brand Bazard, and it’s Automation-universe extension, Centara. Usually Bazard designs commuter and commercial cars, whereas Centara designs sportier cars, but both brands usually import each other’s cars for sale in their respective countries (or universes, I guess).
Bazard makes bottom of the line budget cars, as well as commercial vehicles. It usually does not dabble in sports cars. However, Centara specializes in performance commuter vehicles, which are then sold in the US as Bazard models; meaning US buyers know Bazard for both budget and sport vehicles. And that is one problem which gives its advertisers a headache; Bazard and Centara tend to make substantially different kinds of vehicles, and don’t often collaborate, yet they almost always sell each other’s vehicles in their homelands under their own name.
But sometimes they do work together; Centara will often make a tuned-up sport version of Bazard’s cars, and Bazard usually makes a commercial variant of Centara’s cars. And these company’s are also known for frequently collaborating on extravagant and absurd “halo cars,” which vary wildly in style and design, often year to year; from a front-wheel-drive luxury coupe ('50), a Rolls-Royce size limo ('55), an early supercar ancestor ('59), and a rediculously-huge-by-muscle-car-standards muscle car ('64). Both of them make these, both of them sell them, and rarely do either of them make any profit doing so.
Never was Bazard quite as sucessful as the big three, but it’s always been stable enough to survive, and well known enough around the states (at least in commercial circles). And plus; whenever Bazard did find itself in trouble, it could often count on it’s friend Centara to help it out (and vice versa).
The CR8* nameplate had been the name given to Bazard’s commercial vans for years. But up until now, the CR8 had always been built on a dedicated van chassis. The 1964 Bazard Armada CR8 marked the first time the CR8 name had been put on a more car-like chassis, which was shared with other kinds vehicles (in later years, this would become the norm).
The Armada was originally intended to be a base for a plethora of cars; 2 & 4 door sedans, wagons, vans, pickups and more were part of the original concept. But right around that time, Centara found itself facing numerous financial difficulties, and after helping bail them out, Bazard didn’t have enough money left for all their plans; so they settled on making a van (the Armada CR8), a pickup (the Armada Toro), and a civillian coupe (The Armada Surge). Centara then threw some sport modifications on the Surge, to make the Armada Leviathan muscle car.
To prospective commercial buyers, the CR8 offered many advantages over its adversaries. It came standard with a V8, as well as progressive springs, power steering, bigger brakes than could be found on most cars of the time, and after 1965, a radio with a retractable antenna. It was also very reliable, practical, spacious, and thanks to it’s high ground clearance, able to handle itself when taken off the pavement. And it was cheap; only $1940 for a base model ($13,900 AMU).
That’s not to say it was flawless… For one, it had a solid front axle (that’s why the clearance was so high). It was also extremely heavy, and it’s V8 did not know the definition of fuel economy. Plus, the interior was cheaply made, and horribly uncomfortable- which is why the car was usually marketed to company executives, and not to the drivers themselves.
But as a work van, it did its job quite well. The Armada chassis overall proved a moderately good success, with CR8s and Toros selling enough to offset the losses from the Surge and Leviathan (the very design choices that made the Armada platform a great commercial chassis made it a poor car chassis).
The version provided for the competition is a base-model 1965 Armada CR8, painted in white; All Armada CR8’s were painted white unless ordered in a different color, as Bazard expected companies to repaint/restyle the cars themselves.
*“CR8” is a pun on the word “crate.” However, in official media and advertising from Bazard & Centara, it has always been pronounced as the letters “C-R-8.” In fact, though they have acknowledged it, the companies themselves have almost never actually referenced the pun.
I mean, it was just about the first thing I noticed…
Neko is a japanese vehicle manufactor starting first in the late 1890’s with building bikes, over trains and then building cars, motorbikes and trucks. In the earlier days the company focuses more on smaller cars and small commercial trucks.
The Kabu is the third Kei car from the comapny featuring an advanced mechical injected 0.3L engine generating 20hp. The Kabu was also sold as sporty convertable and panelvan
Is there a naming convention to abide by? I’m pretty used to the standard CSR style, but I wanted to make sure.
The current convention
By 1966, Armor Motors had secured their place in the American automotive market as a slightly upscale, smaller car (think AMC size with Pontiac flair). The newly redesigned Valencia entered the model year with much fanfare.
Though it shared an almost identical wheelbase size with the Ford Mustang (as well as drivetrain and interior options), the Valencia wasn’t considered a ponycar until 1967, when the top performance trim was renamed “Hurricane” and given specific visual treatment. Perhaps it was because the Valencia line included a full range of 4-door sedans and wagons alongside the coupe and convertible. Both 6 cyl. and V8 versions shared underpinnings and transmissions, making tooling easier for Armor (and making engine swaps easier for hotrodders).
The Quezon SuperCab is Quezon’s first ever passenger vehicle.
In 1961, a few years after the founding of the Quezon-Sarao Plant, Ricardo Quezon felt a desire to manufacture his very own sportscar. This came after a trip abroad to the United States where he was invited to ride along in a friend’s vehicle.
The first SuperCab was made in late 1961, it was based off of a mid-40s Willys Jeep chassis (The basis for most Philippine Jeepneys of the era) with some changes to the general layout, such as the removal of the four-wheel-drive system and the front suspension being switched to a wishbone-type setup. The body is custom made from steel with a series of basic molds, and is reminiscent of American and European cabriolets of the era, with a retractable soft top roof.
It was powered by a now 20-year old 2.2-litre “Go-Devil” flathead inline 4 engine as seen in the Willys, but outfitted with twin Hitachi carburetors imported from Japan, allowing for a modest power bump up to 70hp. The transmission remained a 3-speed manual which required some effort to put into gear.
Handling-wise, it wasn’t exactly “sporty” at all. Weighing in somewhere under 900kg, it sure was light enough to be somewhat of a treat to drive, but an offroad-oriented suspension meant that it leaned quite a bit into corners and was softer overall, meaning it was just not what one would expect out of a traditional sportscar, but the soft suspension did allow for a rather smooth ride.
The first SuperCabs had relatively bare interiors, the steel plating used for the body was not covered by any form of carpeting until the later versions in mid 1962, and did not feature any tachometer at all. At the very least, it came with a radio and some vinyl seating very likely sourced from a jeepney.
Initially, Ricardo Quezon had no plans of making another SuperCab, but interest from peers meant he ended up producing a few more cars in the following years with relatively minor improvements overall. These other variants were labelled as the “30 Series”, “60 Series”, “80 Series”, and the final “100 Series”. They were labelled for the amount of vehicles Quezon had sold up to that point. The SuperCabs would sell for around ₱10,000 in 1965, which today would amount to roughly ₱700,000 or $13,000. In contrast to American-made and European-made sportscars, the SuperCabs were a bargain if not for the lack of power.
This particular featured SuperCab is that of the 100 Series first made in 1965, and is the 147th car made by the shop in late 1966. Changes over the original variant include a carpeted floor, vinyl door padding, wood door trim, vinyl and leather seats, as well as chrome interior trim. The engine now features an American-made Holley 4-barrel carburetor, which improved the power output to roughly 80hp. Exterior changes included a reversing light and thicker chrome bezels around the headlights.
The 100 Series SuperCabs were the first to truly give the company fame, when it was featured in an editorial page of the Manila Times in late 1965.
Extended warranty is available as 12 month or 24 month periods and is automatically applied to every newly sold car.
Financing and leasing: Both options are available. Please visit your local dealership for more information.
Service Contracts: Can be requested from your local dealership and can be fulfilled at any licensed mechanic shop.
I hope this is sufficient enough for an advertisement. Also, expect the .car file sometime later this week I as have not sorted out some tuning issues. Expect no later than Wednesday.
Presenting the @VicVictory conceived and engineered, @HighOctaneLove styled Automationverse company;
Keystone was now so large that they had a joint board of directors where each branch had a say in the development of new products; but the UK branch held the executive veto. So, after World War Two, Keystone found themselves floundering in a new world order dominated by the USA and the dissolution of the British Empire. Funds were scarce and R&D funds were even more so. Thankfully the multi-country structure meant that each subsiduary could be tapped for ideas and sales volumes, which kept Keystone above water throughout the late 40’s and 50’s
The 1960’s though required investment in larger cars and exports beyond the newly formed Commonwealth; this resulted in the D Series large sedan. The D series was a hybrid of ground breaking technology and obselete parts; an ugly duckling that was neither fair or foul that relied on patriotism and jingoism to paper over the flaws in it’s design compared to it’s competition.
Introduced for the 1963 model year and running up till the retirement of the model in 1971, the D2200 Super was part of the D series range. The range consisted of the D2200 Super (USA, Canada), powered by the “Ontario” inline six, the D1700 Super (UK, Sth Africa, Australia) Deluxe (Canada) and Special (UK, Sth Africa, Australia), powered by the 1.7L “Surrey” inline four and the D1400 Deluxe (UK, Sth Africa, Australia) and Standard (UK, Sth Africa, Australia), powered by the 1.4L “Surrey” inline four.
Most models sold throughout the D series model run with the exception of the D1700 standard, of which a limited number of “Standard” models were sold in Canada from 1963-1965. Other than the smaller engine, the D1700 Standard lacked reclining seats, front package shelf, and glove compartment.
The only version of the D series to be officially exported to the US, the D2200 Super was the best outfitted version of the range, boasting a higher-quality, more powerful AM radio, and power steering over lesser models. The “Ontario” six had decent power, 61Kw to be exact, and transmitted this power via a three speed manual gearbox. The D series has double wishbone suspension all 'round and reaches a tidy 162Km/h while achieving 100Km/h in 16.4s.
Supposed to be British in its design but reminds me of both Peugeot 404 and 504 and maybe some 204-304 too. 
great looking car anyway.
Cyanide Motors 1964 Deerhound
The Deerhound from Cyanide Motors is the company’s first real venture into building a widely available sports car. Drawing from company’s experience with track cars, the Deerhound was the attempt to provide high performance driving experience at an affordable price and to that end it proved successful.
The car was sold in several trims, with S410 being considered the standard trim and by far the most popular. Despite being a relatively small sized convertible, the car was powered by a 4.7L V8 engine producing 257hp. The car boasted a 0-100km/h time of 8.1 seconds and its power and agility made for an engaging experience for drivers looking for more than getting from point A to point B and it was offering it at an affordable price. The car was sold with manual three-speed or manual four-speed transmission, automatic soft top and several cosmetic options such as racing stripes or additional chrome finish. The car quickly gained popularity in Hetvesia, Gasmea and Fruinia, and many were also exported to American and European markets.
CM-1964 E-2 M471
Capacity: 4.7L
Cylinders: 8
Power: 257.5hp @ 5000RPM
Valve train: 16-valve OHV
Fuel system: Twin DCOE Carburetor
Apart from S410 the car was also available as:
S410 R - version with race-tuned engine and suspension, used by some motorsport teams, but built in low numbers.
S420 - version with a 200hp 3L Inline-6 and mechanical fuel injection. Cheaper than the S410 but nowhere near as popular.
The presented version is a CM Deerhound S410 with four-speed manual.
Located in Stuttgart, Hessenburg is one of Germany’s major automakers. The firm was founded in 1880 as a company making machinery and weapons. The firm only entered automobile production in 1920, yet the company succeeded on automobile manufacturing due to its high reliability and its adaption to trends. The company currently sells cars to all around the world with more than a billion cars sold each year.
The H100 series of mid-size vans is Hessenburg’s second commercial vehicle, which was originally launched in 1955 as a larger alternative to the H80 small van. Being the first cab-over van ever made by the firm, the practicality and the durability of the van made it popular to commercial firms and minibus owners,.
The second generation, commonly known as the “T2”, was released in 1964 to replace the outgoing generation. The newer version inherited its predecessor’s boxer engine (ranging from 1.4 to 2 liters) and FF layout, and offers variants that include passenger and commercial vans for various functions.
The “Super Bus” 8-seater model, pictured here was first released in 1965. Intended for both large families and minibus owners who wants something more fancier, the “Super Bus” most distinctive feature is its suicide doors, multiple top windows and an optional fabric sunroof. Besides that, the Super Bus is equipped with more kit, including a radio, comfort suspension and two-tone color options.
Most “Super Bus” models are equipped with the 2.0 air-cooled OHV boxer-4 which generates 86 horsepower. There is models with a 72-horsepower 1.8 boxer-4 but those are only sold in Europe. For transmissions, the “Super Bus” is offered with either a 4-speed manual or a 2-speed automatic.
Like the T1, the H100 T2 is also known for its association with the counter-culture movement, which became a popular choice for younger people at that time due to its spacious design and low service costs. The vans are often painted with extravagant colors as a nod to their free-spirited owners.
However, when the van was released, it was hit by the infamous “Chicken Tax”, which was started as a response against Europe on importation of American chicken. Since the H100 was only produced in West Germany at that time, pickup and commercial versions of the van has badly affected by 25% tariffs imposed, which made Hessenburg to stop produce commercial versions of the van to America. (passenger versions are not affected)
Despite this, demand of the van was strong and models were still built until 1980, where the T3 was discontinued in Europe. (North American production was halted 4 years prior) In some countries like Mexico and Brazil, production of the T2 continued even until 2008.
(absolutely not a VW… 
lol)
Love it - is this the famed Rumba version?
A tiny nitpick, if I may, esp. if you want to work further with the company: ‘Hessenburg’ in Stuttgart is a bit funny (like having, say, Texarkana in Minnesota). Having the Hessenburg HQ in Kassel, for instance, would fit much better (Kassel is a key manufacturing centre in Hesse), or alternatively it could be Schwabenburg for Stuttgart (= Swabia).
