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
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1966 ARMOR VALENCIA CONVERTIBLE
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).
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1966 Quezon SuperCab
About
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.
Gallery
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The IVERA 77 Sport is a performance version of the well known 70 series IVERA Sedans but instead of the usual 2.8L 6 cylinder engine it came with a nicer 3.4L 6 cylinder engine. The 77 series which originally came out for 1965 modernized the entire line up bringing the cars up to date with current times. For 1966, the car introduces a brand new twin 4 barrel carburetor setup that boosts the power output considerably. The car also features air conditioning and revised liquid cooling to prevent the previous overheating issues.
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.
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The House Reveals Their Hand...
Presenting the @VicVictory conceived and engineered, @HighOctaneLove styled Automationverse company;
Keystone
Founded in 1901, Keystone started life building lorries, busses and vans for the English crown, having won exclusive contracts at the expense of local rivals. After the Great War, Keystone survived the lean years by exporting their business to the colonies; Canada, South Africa and Australia. By World War Two, Keystone supplied the Imperial forces with over 70% of their rolling stock. Keystone was a household name in the Empire and 4 out of 5 families who could afford a car had a Keystone in their driveway.
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.
The D2200 Super
The Canadian Market D2200 had a Keystone Canada designed inline six, double wishbone suspension and a three speed manual, all as standard!
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 Keystone styling was distinctly British; derivative, uninspiring and vaugely old fashioned! But this didn’t stop the model from attracting a loyal fanbase who loved it’s decent price, good handling and honest performance.
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.
Want an Import from Europe without paying excessive amounts of money? Keystone has you covered!
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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.
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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.
Deerhound S410
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.
Engine
CM-1964 E-2 M471
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Capacity: 4.7L
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Cylinders: 8
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Power: 257.5hp @ 5000RPM
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Valve train: 16-valve OHV
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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.
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1965 Hessenburg H100 Super Bus
Hessenburg AG
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.
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(absolutely not a VW… 
lol)
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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).
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Thanks. In the lore tho it was named after the founder’s hometown.
1962 Mara Companion SD
Noticing the steadily increasing number of Beetles on US roads, immigrant and businessman Maxsim 'Max' Bricklov had an idea: to bring one of his home country's Beetle equivalents to North America as a competitor.In the late 1950s there had been a surge in small cars appearing on the Archanan market. Max’ eventual choice for importing to NA was the ‘Tovarish’ by Mara Motors. In 1960, it already had gotten its first facelift which had doubled the number of available body types from two to four and thus gave it a leg up its competition. For North America, the car was renamed Companion to avoid unnecessary resentments against the literal translation of the original name due to the prevalent East-West conflict at that time.
The Companion range consisted of a 2-door sedan (SD), a panel van (PV) and a coupe utility (CU) and offered basic and affordable motoring for people and goods in urban as well as in rural areas. While there was also a 2-door wagon in the original line-up, Max deemed it to be uncompetitive and thus not of interest for North America, however.
The two main modifications that were necessary for the import were the installation of a second mirrored reverse light and the use of the larger 1.3l engine tuned for leaded fuel as the sole choice for all three offered variants. Max also enlisted the help of BBD, an West Coast agency, for an ad campaign to introduce the Companion to the market.
Lore thread: Mara Motors Company Thread (now up to date till 2000)
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6 days and 12-ish hours left for round 1. All entries up to this point have been processed.
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1964 Zannin 100 1.5
Built between 1951 and 1976 with few changes, the 100 - as the name suggests - was Zannin’s first car. The Dutch company began by producing agricultural equipment - and then military equipment during the war - giving them experience and cash.
This led to the 100, the companies first car. Designed for rural Europe, the 100 was brought to America in 1959. Sales were slow at first but by the early 60s picked up. The 100 was the opposite of any American car - slow, cheap, simple, and efficient
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In 1964 a new 1.5 litre inline 4 was added, making 50hp, paired to a 4-speed manual. The basic design remained similar to the 50s car, with a sloping roofline and covered rear wheels. 1964 added the first “convertible” - a sheet of cloth covering a hole in the roof. Cheap to buy and cheap to run, with simple mechanicals and good fuel economy, the 100 was popular with the young - the convertible variant shown here was popular in California among surfers.
The 100 was also available as a 4 door (from 1959) and as a door wagon (from 1953). It was made until 1976 when it was replaced by a new model that only shared the name.
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A little less than 72 hours before the round closes.
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The 1965 Franklin Street.
The Street has been a staple part of the Franklin lineup once WWII had finished. The Street was designed on a smaller wheelbase to the family sized HiWay.
Although it had seating for 5, if you were over 5’0" tall then you’d be hard pressed to get anyone in the back!
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It seems that almost every automaker had a 500 something in their line-up at one point and the 1966 Wells 500 Deluxe Special was no exception.
A predecessor to the i5, the execs & design team in San Diego California all wanted a car that blended comfort, style, and sport into one complete package.
The '66 500 Deluxe Special was the car to fit the bill. Much more up-scale looking than a base 500, you could easily distinguish between them. If you opted for the “Deluxe Special” trim you got 2-tone paint, 15in wires wheels instead of 14in steelies, sport bucket seats, and power appointments in the interior.
If you see one of these nowadays consider yourself lucky because a '66 500 Deluxe Special is a rarity, being that the base model was a more popular choice. Quite understandable seeing as it was the same exact powertrain.
Even still, if you can find one for sale, expect to fork over some serious coin. Last year at Barret-Jackson a pristine peach and white example rolled across the auction block and sold for 85k.
So if you got one or can find one in whatever condition, get it…and keep it.
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Just under 24 hours remaining for Round 1 Submissions.
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