I can’t wait to see Flug in the 80’s! 
I can’t even start to imagine the pain you were in when you had to put all these grills and vents and lights inside of each other… But it seems to have been worth it! Nice designs and nice photoshops, too!
##1974 Flug A15 (Series II)
By 1973 Flug was firmly up on it’s feet and expanding fast. The fully new engine developed for the W15 proved a success, so a new chassis was finally in order. A corrosion resistant steel monocoque, with MacPherson front and semi trailing arm back (God I hate this combo in real life, actually), proved an easy enough job. The test bed for the chassis was decided to be the replacement for the A25 series I car, the cleverly named A15 series II.
Now sporting a coupe or a sedan body, both cars shared almost every single panel, and were cheap enough to build. A steel body designed by the freshly hired, aspiring designer Vladimir Yakubovich proved a success as partially weird but stylish forms certainly caught the eyes of the potential buyers. The interior remained basic, but the quality was quite a bit higher than the competition, and the comfort was enhanced by an 8 track standard player. Once again, the safety was given the utmost attention, scoring greatly, once again underlining the Flug philosophy.
The engine came into a serious revision as a new chief engineer was hired, helping smooth out the implementation of Bosch K-jetronic injection system on to the FL4-15 series engine. The newly tuned and slightly re-worked engine now provided 50hp and 113nm of torque. It powered the front wheels through a 4 speed manual transmission found in the last years’ Flug W15. Acceleration and top speed once again did not matter, as comfort and value for money was put forward, and with an economy of 8.2l/100km on average the A15 did exactly that.
As Viktor Krueger hoped, the A15 did not compete with the W15 released a year earlier, as it was better equipped and had higher quality interior, and was quite a bit more up-market. The price was $12,000, compared to the W series $8500. The A15 was a moderate success, allowing the company to invest in more facilities, expanding their operation.
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Front lip for more downforce! 
Yeah, all the aero elements on Flug cars are for design purposes only 
So, by virtue of technicality, the Flug cars are Ricers?
Just like everybody else in the buisness
I know Flug isn’t about performance, but how fast does that go?
Almost 88mph
But when that baby hits 88…
Actual speed is 82mph, or 132kph 
And it takes 18 seconds to reach 100kph
[quote=“squidhead”]
But when that baby hits 88…
Actual speed is 82mph, or 132kph And it takes 18 seconds to reach 100kph [/quote]
Cool. That’s about the same top speed but better acceleration than my 52-hp Skoda used to have! Be careful or it might be considered a performance car 
##1975 Flug Stolz
By the mid 70’s Flug was feeling confident and strong, it was time for a serious stab at the luxury market. The confidence reinforced by success in the last 5 years resulted in a completely new chassis, which saw light by 1975. The Flug Stolz was to become the new flagship of the company, representing all the values of Flug, so no expense was spared while creating it.
The initial release of Flug Stolz proved successful. Powered by an all new fuel injected 2.7 liter i6, the car managed 92hp, translated to the rear wheels via a 4 speed automatic transmission. Hydropneumatic double wishbone suspension proved for extra comfort and the interior was fitted with a hand crafted leather seats and leather covered panels, along with the highest possible quality 8 track player and speaker system by Bang & Olufsen. This was a huge gamble on Flug’s part as almost all resources were pooled into this car, but it paid off, with the Stolz taking the Luxury market by storm, catching GT, Luxury Premium, GT Premium, Utility premium and just premium markets in it’s shockwave. The nicely priced at $45,000 was affordable to a lot, while providing levels of comfort reserved for the ultra rich. So by 1978 it was time to expand.
The 1978 saw the launch of Flug Stolz in the United States along with a minor facelift. With a loan from the local banks, a small factory was bought in Cincinnati Ohio, and retrofitted to build the car’s bodies, with gearboxes and most components shipped from Poland. The US version however used a simpler, less luxurious interior, different bumpers and an outsourced engine. The Toledo Ironworks of Toledo Ohio provided the 133HP 6T29-SDE V6. This allowed to delay the necessity to build an engine factory stateside or to transport the FL6-27 series engines to the states, cutting costs. The European version saw the revision of the FL6-27, which now sported a turbocharger. To surprise of many the engine power dropped to 85hp, but the torque grew from 130 to 200nm, and the economy dropped from 15 to 13l/100km, which was very much withing Flug philosophy. A slightly different interior included a new steering wheel, and a minor redesign. Still priced at $45,000 the Stolz did not lose it’s positions on the market and continued to be a hot seller.
The 1980 saw the final facelift of the Stolz, with exterior undergoing another change. The interiors were left mostly unchanged with new colour combinations being available (Brown being the most popular). The main changes happened in the engine department. Seeing as many motoring magazines branded the Stolz as “painfully slow”, while referring to the US market version as a better car, Flug has arranged a survey among the Flug owners, coming to a conclusion of more dynamics were actually required. This proved an easy enough fix, as a bigger turbocharger was fitted to the engine, along with a remap for fuel and ignition timing. Power hike to 130hp and 225nm was a game changer, allowing the heavy flagship to reach 100 in a blistering 13.5 seconds, just on par with the US version, which pleased everybody, and a tricky gearing still meant that the fuel consumption was left almost the same. The car has been left in production until early 1982, when it was repalced by a successor.
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The 1980 model looks really sport on for the era. Great work. 
Thanks. Im struggling with the 80s vibe at the moment, can’t get into the proper 80’s mindset (rich, coming from a guy driving an 80’s car in real life, I know).
Really nice styling details on that latest car. Don’t really get it why you don’t feel like '80s, that car IS the '80s!
BTW, low octane fuel, right?
Fascinating decision to exclusively offer the EDM Stolz (seriously?) with diesel engines. Not even Volkswagen is that determined.
##1978 Flug K-Series mk2
As Flug expanded to the United States in 1978, the main introduction was to be made by Flug Stolz. But a backup plan was needed as the American market was so much different to the European one. A simple enough recipe by which most cars were built in the states encouraged Flug to create an affordable chassis to better suit American tastes. Once again the engine problem has arised, but this time it could not be solved by the Toledo Ironworks. The car that has been designed in just under a year has come out so heavy that even the Flug engineers and marketers started doubting their company’s values. The solution was found in Patriot Motor Force, a young company bound to deliver performance to the masses. Sadly Flug has not really realized that their idea of “performance” radically differed from the ideas at Patriot Motor Force. In mid 77 first flug K-series mk2 has made it to the Patriot factory, where an engine was to be designed for it what came back shocked Flug greatly but there was too much already invested to pull the plug, so the car saw production.
Powered by a 7.9 liter pushrod V8, mostly based off a Chevy LS5, and redlining at 5000 rpm the land yacht that was considered “mid size sedan” by the American standards came equipped with a 3 speed GM TH400. The engine developed 372hp, and allowed for wheelspin in every of it’s 3 available gears, while returning close to 30l/100km, draining it’s fuel tank in just over 300km of city driving. The ignition and fuelling of the carburetted monster was tweaked by the Flug engineers before the engines went into the cars at the factory in Ohio, and in production trim developed a bit less extreme 321hp. Despite it’s severe problems behaving well at any application of throttle the car gained popularity, mostly due to the fact that it was actually quite a bit cheaper than most similar sized sedans while boasting high quality premium interior and surpassed it’s competitors in safety. Costing at half what a Flug Stolz did, the K79 did quite well and outsold the Flug Stolz at 2 to 1, chewing quite a bit into the premium market, while seriously performing in more affordable and sporty segments. By 1980 The popularity of the car grew enough for Flug to start thinking of discontinuing the Flug Stolz.
1981 saw a restyle for the K79, following a restyle of the Stolz. The v8 engine was not dropped, but was now one of two available engines for the car. The 482 v8 saw a revision, and an even tamer version was ordered, now sporting a regular chevy crankshaft, instead of the forged stroker that came with the 1978 version. This dropped the volume to 7.4 and power to 318hp, which did absolutely nothing to the performance, as it remained exactly the same while improving the economy by almost 1 liter / 100km. The k74 version has sold well, but now had some opposition from itself, in guise of K27, with a newly re-designed i6 engine, to which Americans have warmed up once they knew that the consumption drops 3 times if you lose only 2 cylinders. The 81 version of the FL6-27IT engine sported new ball bearing turbocharger and a new fuel and ignition settings, and while the output dropped by 10hp to 120hp, the torque could rise to 240nm, which now arrived as soon as 2k rpm. The cheap price, premium interior, and now two engines have prompted Flug to switch it’s attention to K series exclusively, shutting down the production of Stolz in USA.
Among the improvements of the 81 version, a Borg Warner T-10 4-speed was now available for the K74, to match the 4 speed auto on the K27. 255mm wide rear tires were also introduced finally taming the beastly v8 and improving both handling and braking performance drastically. The K series however was deemed a lost cause for the European market, where it would barely fit in the busy traffic of the small cities, so the K-series became an US-only version of Flug, which never saw European shores from generation 2 and onwards.
Restomodded Flug K74 in modern day USA.
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L-O-V-E-L-Y !!!
Somehow that’s the perfect combo of Europe and America styling-wise!
[size=85](And I will have to convert to non-beta so that our Texan friends at Patriot get to really appreciate this creation!)[/size]
Just let me know when you’re ready to make this thing actually move. The results are… not as quick as I thought they would be. 8 seconds to 100kph at best
Consider yourself served in the PM department 
Yeah, 3-speed automatic and skinny tires take their toll on acceleration. But if you compare the top speed to something with 100 hp less,
it will be a different story. Sadly the mighty big block is tamed somewhat by the evil 91 octane gas. But we will soon see how it does in full Patriot trim! 