The R2 was launched in 2020, its development started in 2017. The idea with the R2’s styling was to go back to a simpler time, to contrast to the overstyling of most modern cars (including, to some extent, the R1, which was designed to modernise the overall shape and design language of the original Phantoms). Attached is a Phantom from 1963 to illustrate.
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The original Segundo is the car that established Duke’s presence in the UK, and was a best-seller for most of its time on the market. However, a combination of being cheap, plentiful and very basic meant they were the bargain of the century secondhand. Many were simply run to death with no regard for care or maintenance; others had virtually dissolved long before then and were sent to the banger track; some, like the one below, fell into the hands of reckless young motorists and were badly modified, thrashed and wrecked. Either way, they became extremely rare by the 2010s but still had almost no recognition in the classic car community, so they could still be picked up in the region of £200 by then.
That changed only slightly when in their Spring 2020 issue, Retro Motors magazine featured the Segundo in an article about the greatest cars that were turning 30 that year- it even made the cover, alongside an early 90s hypercar and one of the greatest all-round cars of the time. They cited the Segundo as “a car that, if you were around any time since the early 90s, was a major part of your life” and “its rarity is explainable by way of rust, neglect and low values, but it really is a shame as this is a well-rounded, sensible family car you can still use everyday”. The cover photo, post-editing, is below, with the Segundo being found in a typical grey colour despite the lighting.
Duke never really took any interest in motorsport until their modern lineup was established. The first Duke Triad, launched in 1995, was entered into the British Touring Car Championship starting in 1996, and one won the championship that year with legendary driver Dale Stewart at the helm. He also won several races for Team Duke in the 1997, '98 and '99 seasons, but the best overall result Duke got from that point forwards was second, in 1999.
The Penta was Duke’s primary American model for years, a large sedan available with a choice of I4 or V6 engines being just what the US wanted. However, it was allowed to stagnate during the crossover-mad 2010s, with the third-generation Penta C (launched in 2013) being the last one. The model was quietly retired in 2020, replaced with yet another crossover, the PentaX.
The PentaX (above right and below left) was the biggest news in motoring upon its unveiling, and the hype only increased once production was confirmed. It had very advanced safety tech, including built-in hidden cameras which would eliminate blind-spots, lane assist, auto-emergency braking and lots of other things which would keep inattentive or careless drivers from ending themselves too soon. Best of all, it was not massively expensive either, with basic models (on which several of the safety/convenience features were optional) starting at $31,495. And it came with an updated version of Duke’s legendarily reliable 4001cc V6, now producing 190hp.
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While the PentaX was still under development, using up most of Duke’s design resources, another model was more quietly rolled out. First shown at Geneva in 2019, the sixth-generation Segundo F finally entered production that November, with the first few being delivered the following January. There was also, for the first time, a SegundoX, which was taller than the regular hatchback, and had bigger wheels and a tougher-looking bodykit with pronounced bumpers and wider arches.
Both models had the same five-door shell, with just some outer panels changed, plus the same choice of engines and transmissions- the most popular choice was the 1485cc turbo I4, producing 143hp and 160lb/ft, and a 6-speed automatic.
While the 4001cc V6 took a break (having been used from 1990-98 and then since 2008), Duke originally made a 3400cc unit- this was launched in 1998 and fitted to the Penta and Sextant from that point forward. It also saw use, albeit briefly, in the company’s European arm. The Triad (right in both shots) got a facelift in 1998 which included a new top-of-the-range V6 SLX model, while Duke also planned a luxury saloon to compete at the very top of the market. This project, outwardly known as the Septimus (left in both shots), was shown off at Geneva in 1999 and was going to use the 3.4-litre engine, but the market for these small-brand big cars was dwindling and the Septimus never saw the light of production, despite positive feedback from both the press and the public.
The Triad was the only production car to use the 3.4 V6, as a planned V6 version of the Quadrant was shelved due to lack of interest. When a second-generation Triad was launched in 2002, the engine was also available in a 3.4 SL model, which had a more basic interior and manual transmission and was (as intended) a favourite of European traffic police, with large fleets being ordered for the UK, France, Spain, Belgium, the Netherlands, Poland, Belarus, Norway, Romania, Bulgaria, Serbia and Slovenia. In fact, most countries that turned them down only did so due to home-grown rivals (such as Germany’s ETK 800) being offered without the hassle of importing.
A 2004 Triad 3.4 SL in service with the FSB. These were the only foreign cars employed by the Russian government at the time, and rumour had it they were specially modified- apart from being debadged, this was not true.
The Triad remained a best-seller in its class throughout the 2000s, but the turn of the 2010s saw the rise of competitors with more sporting variants. Duke countered these in 2011 with the Triad SS (above), a more aggressively styled saloon with a new 4.0l V6 producing 277hp, a six-speed manual transmission and AWD. It was praised for its excellent handling and roadholding, but proved in its later years to be unreliable, with cooling problems common if the cars were driven hard, and it lacked the fuel efficiency to really take off in the first place. As a result, Duke decided that when the next-gen Triad D was to enter production in 2015, there would not be an SS model.
Instead, the top model was now an eco-focused version called the E5 (below right), named for its turbocharged five-cylinder, 2.25l engine. For a petrol-engined saloon weighing 1.6 tonnes, 53mpg was fairly impressive. This engine, coupled with a seven-speed automatic gearbox, became a favourite of taxi drivers, though for most fleet buyers the engine was too large and they opted for the cheapest powerplant of the range- a 1.8l I4 producing 126hp, which even in the heavier Triad SW estate (as shown below left) was capable of 42mpg.
The new Triad looks too much like a Mk1 Ford Focus from the front - and the rear light clusters seem very dated for 2015, especially given their shape and scaling. Even so:
Is that US mpg or UK mpg? Either way, it’s enough to make some contemporary diesels blush.
It’s UK mpg (equates to about 44 US). Also I was in no way inspired by Ford- haven’t seen an original Focus in ages- but I can see the resemblance in retrospect. It’s essentially a light restyle of the previous-gen Triad (from 2008), but the E5 version has less grille and more body-coloured plastic to emphasise that it’s an eco car (might also be why it looks a bit older). It was really intended to come more into line with the Penta and Australian-market Wildlander models (below), but still retaining recognisable features from the old Triad.
The Triad ceased sales in North America in June 2019 due to the increasing popularity of crossovers. However, it was still around in Europe, and received a facelift shortly after which brought it more into line with the (Euro-only since 2018) Segundo. Along with the facelift came a new version, the TriadX, which had larger tyres, wider arches, plastic cladding on the body and the option of AWD. Both were available in a new colour as well- Windsor Green Metallic (as pictured on both models below).
Duke decided, having conquered Europe and doing reasonably well in North America, to move on to the developing world. The key to poorer markets, they realised, was making a cheap, practical, economical car with none of the frivolities that their existing customers expected. A factory was opened in Tunisia to make a range of cheaper models, which with any luck would take off in Africa, South America and Central Asia.
The first of these “new” cars was the Sego (below right), a cheaper, more utilitarian version of the third-generation Segundo (2001-06, below left). The first few rolled off the production line in March 2005 and were taken by truck straight to a network of dealerships spanning Tunisia, Algeria, Morocco, Mali and Mauritania (though more locations were to follow). Shipping to Brazil began a few months later, and the first batch arrived in time to be heralded as 2006-model cars. Asia, though, was not as receptive; though the public liked the idea of a “sophisticated” western European car, the Iranian government immediately wrote off Duke as Western spies (supposedly due to the nervous behaviour of one of the company’s younger managers, who knew how big a deal this was) and refused to allow them in the country. Once Duke’s management began trade negotiations with Israel, who had offered to supply engineers for their future projects, the rest of the region also shut them out.
They were not missing out on much by any standards- what made the Sego cheaper was worse materials, less equipment (even power steering was an option) and an overall more agricultural direction- as well as higher, stiffer suspension, Duke had even considered using solid axles at one point in the design cycle. Nevertheless, the venture was a success, with cheaper Triad and Quadrant-based models arriving in 2008.
The Quadrant is a car I haven’t given much attention to so far- then again, hardly anyone ever did, it was a competitor in the most boring class- the MPV. Here is a first-generation model, with the optional (and rarely chosen) moon roof. It sits alongside the rest of Duke’s 1996 European lineup, from right to left and with colours included-
-Quadrant 1.6 SLX, Spruce Green Metallic
-Triad 1.6 SL, Canley Beige
-Segundo Smuggler (van) 1.6 E, Pure White Gloss
-Aprima 1.2 LE, Silk Blue Metallic
Duke’s developing-world arm was renamed Duke Motors for Export, or DMX for short, in 2007, and their first “new” project was making the outgoing Triad B a budget model. To achieve this, and make what became known as the DMX Trio, the suspension was altered for more utilitiarian capabilities, and the options list was pared down considerably- the top model, the LSX (intentionally different from Duke’s own SLX models but designed to fool buyers into thinking it was the same) was the only one to come with a CD player, plastic wheel trims and a passenger airbag. To appeal to the South American market, where fairly large (by European standards) engines were still desirable, the Trio could be had with the 2200cc, DOHC I4 from the top-spec Triad and Quadrant, and the base-model Penta.
Normally Duke’s products get positive feedback from the press and public alike. The fourth-generation Quadrant, set for release in early 2021 but with a 99% complete prototype offered for reviews in August 2020, seems to be an exception. Auto magazine was given an exclusive look at the 5+3 SUV, and were far from happy. The article written about it and published in the October 2020 issue quoted-
“What has happened the the Quadrant? It was a hero of practical utility vehicles, proof that you don’t always need an SUV… and yet in its fourth iteration it has become one? And not even a utilitarian, off-roadish one? Why does it have a splitter?”
“…the third row is there, but actually fitting in there would require the use of an axe”
“…while it has all the amenities you would expect a car in this class to come with, the interior itself feels cheap and the plastics are flimsy- it reminds me of a DMX Sego I rented in Brazil in 2009. There’s a reason the Duke and DMX brands aren’t one and the same, but at this rate they will be in a few years.”
Duke responded to the magazine that the Quadrant was heading in a different direction, that the one they saw was an E5 SS (a sporty-ish model with a bodykit and 21-inch wheels), and that another SUV (so far only known as Project Fourgon and slated for completion by 2023) was in the works to more directly succeed the original. They added that the interior expenses had indeed been cut back to allow for the car’s aluminium body, which reduces both the overall weight and centre of gravity of the vehicle, improving handling and fuel economy- had cutbacks not been made, the final product would have been too expensive to sell.
After some confusion following the unveiling of the Quadrant D, Duke Automotive feels the need to clarify exactly what is scheduled to happen over the next few years-
-March '21- Official launch of Quadrant D, initially with E5 (2.25l I5) and new EV6 (2.7l V6) engines. The idea of a Sextant-based SUV-coupe will be made public.
-September '21- Addition of hybrid system to Quadrant, Aprima and Segundo ranges. Unveiling of fully-electric eAprima, awaiting public and press review before production commences.
-March '22- Phasing out of Triad begins with elimination of saloon body and E5 engine choice.
-September '22- Updated Aprima and Segundo ranges, with light restyling and reworked drivetrains.
-March '23- Planned completion of Project Fourgon, which may become known as the QuadrantX. Addition of hybrid system and automatic transmissions to Phantom R2. Electric-only TriadX crossover (first photo above) officially launched to replace remaining Triad models.
-September '23- All-electric Quadrant and Segundo ranges should be in production by now. Unveiling of Phantom crossover model. End of production for old Penta-based Wildlander models- manufacturing in Melbourne will begin shift to production of QuadrantX and TriadX.
The Triad B (and by extension, the DMX Trio) reminds me of a Mk2 New Edge Ford Mondeo, especially from the front. Its bespoke 3.4L V6 would have made it something of a Q-car in a straight line; all it would have needed to be a true street sleeper is the tire size, suspension tuning and braking capabilities to match.
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The suspension was tuned slightly differently to a regular Triad, but the aim was to meet a compromise between comfort (because the V6 was the top-spec engine in the most expensive Triads) and handling. The brakes were slightly upgraded as well, to provide roughly the same braking distances while accounting for the extra weight of the V6.
In reality, a 1.6SL would probably be just as good at technical stuff, due to its lighter weight, and as such that was the best-selling specification of both the Triad A (1995-2002) and B (2002-09).
Duke had spent years watching the market for hybrid and electric cars, seeing their lack of success and thinking that investment in that sector was not worth it. Part of the reason for the E5 engine’s development was to prove that alternative power sources were unnecessary (why pay more for an electric car when the E5 produced extremely low emissions and was incredibly efficient for a lower price?). However, in May 2016 French manufacturer Sabre launched the Electric Runabout (below right), which immediately took urban Europe by storm. This was bad news for Duke, as in 2017 Sabre commenced talks with Holborn Motor Engineering, proposing a merger which would see the two companies combining their respective expertise, products and market share.
Duke’s response was immediate, and it needed to be, as the Electric Runabout was selling over 4000 units a month in France alone. They brought one of these funky little city cars to the company’s central research centre in Milan and took it apart to find out just what made it tick. Then, they used Sabre’s electric drivetrain tech as the basis of their own system, which was implemented in a 2015 Aprima they had lying around the plant- the conversion, plus light visual mods, was completed in March 2019, but it was not good enough to hit the market, only having a very short range and barely enough torque to get it moving.
They went back to the drawing-board and the eAprima became a side project which is still in the works, but almost complete, due to be revealed in 2021.
To clarify a few things. I have probably mentioned a few rival carmakers in this thread, which are also of my own creation but do not have their own threads dedicated to them. This post should clear up what exactly those manufacturers are in case you are confused by any references I make to them. The other important makers within the lore I have created (it is also compatible with BeamNG’s vehicles) are listed below.
Arboris-
Founded: 2002
Headquarters: Barstow, CA
Brief description: Arboris was founded by an eccentric billionaire with the intention of making eco-cars cool. Their first production model was ready by 2006, and while its coolness is definitely up for debate, it cannot be denied that it was an instant success. The company is now focused on making a range of EVs.
Haal-
Founded: 1938
Headquarters: Trelleborg, Sweden
Brief description: Haal’s origins lie in aircraft, with their first car arriving in the early 1950s. They pride themselves on making extremely comfortable, reliable and safe cars for intelligent, sophisticated buyers.
HMC-
Founded: 1894
Headquarters: Limoges, France
Brief description: HMC has been the largest carmaker in France for its entire existence, frequently producing best-sellers across Europe. After a disastrous run in the 1962 Le Mans 24hr race, they backed out of motorsport for good, and while their modern models are dull, they aren’t exactly rubbish.
Holborn Motor Engineering-
Founded: 1925
Headquarters: London, UK
Brief description: Holborn started out in the garage of a London-based engineer, who wanted to have a go at building his own cars. They remained a minor player in the British market for decades, but saw a surge in popularity during the downfall of a major rival in the 1970s. Nowadays, Holborn cars are available across all of Europe, and while not always best-sellers (outside of the British Isles, the Baltic states and the Balkans at least) they are known for respectable, middle-management-type cars.
Jefferson Motors-
Founded: 1955
Headquarters: San Diego, CA
Brief description: Jefferson split from Gavril after a legal dispute, which continued for the company’s entire independence until they were bought back by Gavril in 1995. In the meantime, Jefferson made some very patriotic automobiles, and were renowned worldwide for their expert marketing.
Kimjo Engineering-
Founded: 1954
Headquarters: Busan, South Korea
Brief description: Kimjo were fairly obscure until they decided to take on the Japanese makers in the 1980s. Back then Kimjo cars were incredibly cheap, tinny, horrible things, but in the early 2000s their quality standards picked up noticeably, and by 2010 they were genuinely competitive in Europe (though still mind-numbingly boring).
Maran Motor Inc.-
Founded: 1971
Headquarters: Maran, Malaysia
Brief description: despite making the same cars for all markets, Maran had two different reputations- in Asia they were regarded as a cheap but worthy alternative to the ubiquitous Japanese and Chinese cars of their time. When they reached Europe in the early 1990s, they were immediately written off as cheap rubbish cars for the elderly. That did not mean the company itself wasn’t a valuable investment, though.
MGA-
Founded: 1949
Headquarters: Warwick, UK
Brief description: Originally part of a larger company (Melchett Automotive, which collapsed in the 1970s), MGA has always made 4x4s, and has recently expanded into the wider SUV market. Though not always that good in comparison to their rivals (except for supreme off-road ability) they are quite a prestigious name in the SUV world.
Nomina Cars-
Founded: 1925
Headquarters: Hanover, Germany
Brief description: Originally a Spanish engineering firm, Nomina relocated to Germany in the 1930s and ultimately was the one to make a German people’s car. Nowadays they have moved upmarket, and their name holds lots of credibility even if it’s only on a boring hatchback.
PMZ-
Founded: 1960
Headquarters: Pskov, Russia
Brief description: Formed as part of a Soviet plan to give all the Eastern Bloc countries a people’s car, PMZ started making theirs in 1964. They owned numerous satellite companies across the Bloc but ultimately those all collapsed along with the USSR. PMZ nowadays almost exclusively sells cheap cars, normally on old, recycled platforms, in Eastern Europe.
Sabre-
Founded: 1908
Headquarters: Rouen, France
Brief description: Sabre always liked to do things differently. They were one of the first major manufacturers to hire external coachbuilders to design their models, and many of Sabre’s models from the 1950s-70s are revered as automotive art. Nowadays, they are a left-field choice, for people who want to go against the norm, with the 2016 Electric Runabout being their first major hit in decades.
Saidaishu-
Founded: 1936
Headquarters: Nagasaki, Japan
Brief description: Saidaishu spent much of its early history an obscure engineering firm. It first gained notoriety upon expanding into the American theatre in the late 1970s, where its affordable, economical cars really took off. The company got complacent with its success, though, and from about 2000 onwards their quality standards began to slip. By the late 2010s Saidaishus were regarded as being for people who knew nothing about cars and so wouldn’t notice how terrible they were, but they were still selling in decent numbers in America.
Texas Motor Company-
Founded: 1947
Headquarters: Dallas, TX
Brief description: TMC always sat in the background in the American automotive world, but produced consistently decent products. They didn’t decline in the 1990s and 2000s- the competition simply moved up a notch, before TMC was finished off by the 2008 recession.
I hope this has cleared up any questions you may have about what Duke is up against and anything about the other vehicles I have made reference to in this thread.
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The merging of Holborn Motor Engineering and Voitures de Sabre, into a larger corporation known as AFMA (Anglo-French Motoring Alliance) spooked Duke into looking for a deal of their own. They feared the possibility of falling behind and being swallowed up by the largest auto manufacturer in the world, Gavril, who were known for swift, brutal takeovers where a company’s assets would essentially be liquidated, often with massive purges of the employed ranks.
Their primary rivals in the lucrative Asian market were both non-receptive, so in October 2016 Duke turned to a Malaysian company called Maran Motor Inc., who were more than happy as they were looking to expand themselves and hoped to increase sales in Europe. The deal came in three stages- first was licensing for Maran to build Duke’s old 1242cc engine (as fitted to the Aprima and Phantom R1) in Malaysia and fit it in their own models. Second was the joint creation of a car for both to sell under their own brands- known as the Cero (below), to fit in with Duke’s naming scheme (Maran did not really have one) and annouced in 2019, this was a city car that Duke hoped to slot into the DMX lineup, with higher-spec ones coming under the main Duke brand. It was also the first three-cylinder-only car that Duke ever made- though the same 1001cc, 100hp turbocharged I3 was offered in the Aprima from 2017, that car also had the old 1242. Curiously, at its showing at Geneva in 2019 the Cero did not have any badges on it, and appeared on both companys’ stands. From the show alone, however, Maran got six confirmed sales, unusually high for a 21st-century motor show, whereas Duke got none.
The third stage of the deal, a partial buy-out which would see Duke expanding and utilising Maran’s manufacturing facilities, has no exact date yet, but it is mostly based on whether the Cero (given an online livestreamed launch in May 2020) sells as well as expected.
