[LHC] - Letara History Challenge - Rd 5 Preface: lobbying and spending

Capable Motors!
From Capable Motors Co.
Headquarted in Idaho, USA.
3 new cars introduced in 1948!

The Capable Cruiser! 5 seat sedan capable of 73 mph! Built for comfort at cheap. Only, $12,120 including taxes! Use it to cruise and have fun! Even on dirt roads.
The Capable Heaver! A pick-up truck capable of 167.3 lb-ft of torque and a cargo capacity of 940 kilograms! 83.7 mph top speed. Use it to haul stuff! Includes manual locking differential! Lock the differential for improved off-road handling!
And the Capable Hauler! A van. It has a cargo capacity of 983 kilograms. Use it to heave stuff! Comes with manual locking differential.
You can also use the Capable Heaver and Capable Hauler for heaving and hauling other vehicles. Attach a cable to the Capable brand tow hook at the rear of each Capable vehicle to heave and/or haul any other vehicle! The Capable Heaver is capable of heaving 3,000 kg loads*, and the Capable Hauler is capable of hauling 3,000 kg loads!*

All Capable Motors vehicles are built for off-road capability and are able to drive on dirt and gravel roads just as well as on concrete and asphalt. In fact, you don’t even need a road at all! All Capable Motors cars are capable of smooth off road driving regardless of road! That’s the capability of Capable Motors!

(Pictured, Left to right: Capable Cruiser, Capable Heaver, Capable Hauler. No matter where it is, a Capable Motors car can get you to to it!)

Also introducing the Capable Racer! A race car derived from the Cruiser, with all new aluminium panels and Double Wishbone suspension in the front and rear! Its top speed is 98.6 mph! This Capable Racer has the capability to win any race.

(Pictured: Capable Racer)
Watch out for the Capable Racer at the Portunis Cannonball Run! Our Racer has the capability to survive any endurance race!

*maximum safety tested limit. Capable Motors cars are capable of towing even heavier loads but has not been tested, caution is advised.


Anhultz Enters Letara


Pictured; top to bottom: 1952 Anhultz 1000 R2; 1952 Anhultz 1000 R2 Comfort; 1946 Anhultz 1000 R1

With the Anhultz 1000, a no-frills piece of dependable companionship enters the scene. Just 8980 AMU (excluding import tax; 10000AMU for the Comfort trim) will get you a 1045cc liquid-cooled inline three cylinder engine developing 26hp at 3100RPM while retaining a class-leading fuel economy of 6.9L/100km. So visit your local Anhultz dealership and enter the motorist era today!

The Anhultz 1000 was engineered during WWII, somewhat in secret. Once the war was over, the finished product was put to wheels as soon as reasonably possible in an attempt to get the European population back onto some wheels. As such, reliability, ease of service and initial price were of concern.
The entry into Letara was done on rather short notice, as the initial plans only covered the core markets, those being the Netherlands and their immediate neighboring countries.
Not much was done to the 1000 for years due to focus being placed on expanding the lineup of available models, though a small team of engineers whittled away at the vehicle in an effort to improve it.
In 1952, some small changes were revealed to the public, among which was a higher-trim “Comfort” model, some changes to the appearance of the car and the addition of a driver side mirror for passive safety.


ITAL to introduce for the 1949 the all-new ITAL Prima

The italians love their cheap, practical cars, it’s a known fact. So it comes to no surprise that ITAL would produce some truly fine economic options for the ever increasing mass market. The new Prima slots in between truly diminutive cars like the Fiat 500, and proper, more upmarket family cars, boasting just enough space and power to cater to a wide audience. The Prima also comes with proper front indipendent suspension, a surprise in such a cost-conscious model. With a little italian flare, low running costs, and seating for five, the Prima might just strike the right blend of cheap and practical, for all your motoring needs.

For the Letaran market, two main options are aviable, plus a Van model:

Prima 80 B

With the all-new 800cc 4 cylinder MBE engine, the 80 B is a true bargain car, with good fuel economy and just enough power to booth. The 26 hp engine can propel the car to 90km/h, but the three-speed manual might be a deal breaker for some customers. Nevertheless, for price comparable to that of smaller, more cramped cars, it offers solid performance, and more than enough space for 4 adults, and a kid!

Prima 100 B

Here the boxer 4 is punched to tha magical one liter breakpoint, and a four-speed box is added to the deal, making for a much more pleasant experience, as well as adding some sorely needed torque. If you liveby the hillside, this one is the model you want. A bit pricier, and the 32 hp engine tends to sip a little more fuel, but it might just be the right model for everyone!

Prima Van

You need a workhorse van for your everyday business? Look no further. Great carrying capacity for it’s size, cheap to buy, cheap to run, and rugged enough to live through any abuse, the Prima Van is the perfect loyal companion of every workman out there. Don’t trust the chatter about italian cars being rusty, mechanichal failures on wheels, this one is built to last!

It’s the Italians, of course there is a racing version of it!

Built with the expertise and help of Levante Automobili, our storied patner, the Barchetta Aerodinamica was created with the internetional “under 1 liter” ruleset in mind. The boxer engine underwent a full rework, now displacing 998 cc, and pushing 64 hp, with the help of a DOHC rebuilt kit; the entire body and frame of the car underwent modifications to make it lighter and more rigid; and to top it off, the new bodywork has been rebuilt to slip through the air with new knowledge of aero-dynamics form our partner Levante.

Three cars will be entered at the Portunis Cannonball Run of 1949, one for factory backed driver Count Giovanni Mancusi-Sforza, and two for a couple of yet to disclose gentlemens. While the Portunis Cannonbal Run features no displacement limits, both ITAL and Levante are looking foward to a strong showing for the little racecar.



The Literman K-20
The Ainsworth Athena V8 Spearhead
The Ainsworth Tit 2.1 Speedtail Exp

Well, first of allow me to apologies for the last minute entry. And any issues I may have caused.

Also ignore the lower build quality, these were all made within 24 hours.

The Ainsworth Athena V8 Spearhead '54

Ainsworth’s first venture into the family car market was a bold one- an all-out premium family estate, with a thumping 4.5 litre V8 heart and a ride smoother than butter. 5 Seats, and 3500L of volume for passengers makes it a perfectly sensible family car, and the V8 Spearhead special model ramps it all up to 11. Luxury finish, and the highest-specification radio publicly available. The Spearhead has everything you need- at the cost of a hefty pricetag, $30,000 to be exact.

The engine is rear-mounted, fitted to a 2 speed automatic gearbox (though a manual is available if requested) which gives the Athena a relaxed driving sense, whilst maintaining a respectable 0-60 time of around 10 seconds. A top speed of 114mph also shines a light in the Spearhead’s favour- you’d be damned to find a sportscar with that kind of performance, let alone a large practical estate.

The Athena doesn’t just have bite- it’s bark is just as impressive. The Athena looks like nothing on the roads, like something out of the future. With it’s swoopy lines, suicide doors and subdued fins it could pass for a rocket ship. Truly, you are getting your money’s worth.

The Literman K-20 “Samaritan” '48

4x4. 9 Seats. Armoured and rugged enough to go just about anywhere.
What more do you need?

Utilitarian, yes, but it was first conceived in a time of war- simple, cheap to build, shared construction parts- and when troops needed supplies and medical aid, the K-20 (nicknamed the Samaritan by those it aided) pulled through. Now, with a time of peace, it can be made even more capable, with a locking 4x4 drivetrain and armoured panels.

It has had it’s somewhat underpowered 4-cylinder replaced by a far more revised 3 litre I6, outputting around 60 horsepower, with an estimated 14 (UK) Miles Per Gallon, discounting the gearbox and drivetrain. Whilst this may not sound like much, it’s comparatively high torque and general low RPM power makes it good for slugging through tough terrain- say it needs to reach a remote “outpost.” The engine is also relatively cheap- costing just $870 per unit.

Specialised for Letera, all of it’s doors can be locked from within the cabin, and the rear barn doors and sliding side panels make for easy, ahem, “civilian” access.

Whilst it may not be winning points for comfort, it’s barebones interior is cheap, and easy to replace and maintain. A towhook can be mounted at user’s discretion, making the Samaritan useful for hauling cargo too.

Ainsworth Tit 2.1 Speedtail EXP

Uploading: HiResPhoto121_1,360-768.png…

The logical next step from the base-level Tit, the Tit 2.1 Speedtail is an experimental, limited-run version of the Tit to determine the steps next taken to become what will eventually become known as the Cardinal. The Speedtail embodies many of these features- larger, newer wheels, a large Straight-Six engine and the distinctive Ainsworth rear fins.

The Speedtail has been selected to take part in the Portunis Cannonball Run, bearing the number 14 and to be driven by James W. Ainsworth, the son of Wilfred Ainsworth who founded the company. His navigator will be Michael Pearson, his childhood friend and fellow mechanic.

With a total output of 116 horsepower from the 2.1L I6, paired with a weight of just 900kg, the Speedtail is quick, with a 10.5 second 0-60 and a top speed of 115 miles an hour. With a skilled pilot, such as James, a sub 9 second run can be achieved, but it is difficult and can cause the engine to undertake damage.

Finally, a large thank you and good luck from everyone here at Ainsworth. We wish you much enjoyment and usage out of our vehicles, and bless you with good fortune.

Yours sincerely,

Wilfred_A. Ainsworth_cocosign(4)


Company: Swanson
Swanson Power & Aircraft Systems originally built boxer engines for other car makers, light aircraft and portable generators. Decided to branch out after the war with the versatile All Utility Vehicle in 1948, and expanded to true consumer cars in the early 50s with the 100- and 300 series. Based in Windsor, Canada.

Category 1C
1952 Swanson 100 mk1

112B Base model 1.2L 11.900$ 38hp
Very basic motoring for the masses. Surprisingly decent headroom for a tiny car with swooping roofline. Anemic performance, decent fuel consumption at 8,1 l/100km.
117GW Wagon 1.7L 13.700$ 53hp
Adds some more practicality with a straight roof and large rear hatch. And a significantly more comfortable interior. This should make a fine family car.
125SP top spec “Redtop” 2.5L six 22.100$ 117hp
The 2.5 engine from the 325 makes the little redtop quite the performance car, with a 160 km/h top speed and zero to 100 in less than 10 seconds. A plusher interior with decent equipment, including a rev counter.

More photos

Category 1G
1948 Swanson All Utility Vehicle (AUV) - 2.5L Government special 14.000$

The government model gets the 2.5 six-cylinder engine, a significant upgrade from the 1.7 four. 84 hp ain’t much, but gives decent performance, with a 130 km/h top speed. “Pest Control” livery is appropiate for the work done, and should keep some inquisitive citizens away. Ample storage for weapons tools of the trade under the raised floor. Modifications for “pest control” work includes a solid interior wall, a rear/front facing bench with steel bars for securing passengers, and ventilation slats instead of windows, similar to the Premium Cattle Transport version. A roof hatch is also provided, for ease of scouting for and shooting pests.

More photos

Category 1R
1952 Swanson 125R 19.000$ 120hp

Based on the 125SP. A stripped-out interior and some tweaks to the engine for a whopping +3hp gives some extra performance.
#8 Swanson Works Team, driver: Mary Swanson (niece of company owner)
#72 Privateer, mr. Peder Aas
#73 Privateer, mr. Richard Johnson


Entries are now closed!

Thank you all who have submitted. This is truly a spectacular field and participation has exceeded my expectations. In total there are 33 participants and 115 cars.
save me


Chapter 1: politics, economy, and natural environment

Economy and natural disasters 1946-1954.


International: In 1946 Letara was still at odds with Montelin over their occupation of part of the Letaran peninsula. Over the next six years, and despite international condemnation, Montelin continued its presence and threatened the integrity of the established DMZ between the occupied area and Letara. This conflict continued to put a strain on Letara’s resources; Letara had to keep and maintain a sizable military as a deterrent, and Letara also had to maintain a large intelligence and secret service force to counter Montelin’s attempts to infiltrate Letara. Partly due to global economic woes that hit Montelin pretty hard, and Letara’s success with its anti-espionage campaign started in 1948, Montelin’s grasp on the occupied lands was starting to weaken in the early 50s… Letara has maintained a solid alliance with its neighbour Somunds throughout this era. Somunds is not only a valuable military ally, but a strong trading partner and has provided much needed economic and disaster-relief aid when needed. Somunds’ attitude is not just altruistic of course: they are themselves at odds with Montelin, so a secure and strong Letaran peninsula keeps Montelin far away from Somunds’ borders.

Domestic: The democracy in Letara was established in 1893 and holds elections every five years. Over the first five decades of democratic rule a strong multi-party system has developed and coalitions between several parties are usually required to form government. During this period two elections took place: 1948 and 1953. The incumbent government has been successful in rebuilding the economy in the early 1940s from a major slump and get the fledgling bauxite industry off the ground. This was aided by a stable global economy and heavy government investment in Letara. Despite the small economic setback in 1947-'48, the people had confidence in their government to keep the upward trend going as Letara entered the 1948 elections. Thus, the people re-elected the government for another mandate, focused on heavy government spending. In the following years, however, several factors contributed to erosion of trust (e.g., the declining economy, mismanagement of disaster responses, strong coalitions forming “on the other side of the aisle”). As a consequence, in 1953 the government was replaced by a different coalition focused on austerity.

RP effects: The government will have a pretty large spending budget (spending tokens) - these will be added to the pool of tokens the car companies collectively spend during Rd. 2 Preface. The gov’t spending priorities may or may not augment company spending, and (until 1953) will focus on large-scale infrastructure projects.


The economy of Letara was reeling from a slump in the early 40s and had mostly recovered by 1947. Unfortunately, after 1947 the economy started a slow nosedive again, which continued until 1954.This economic slump was due to several interconnected factors. One factor was the over-spending on Letara’s military, secret and intelligence services. It simply was not a sustainable model for the size of Letara’s economy. The second major reason was the unfortunate occurrence of several natural disasters (see more on that in the section below). These events damaged a lot of Letara’s infrastructure (including new infrastructure recently build) and industries. The damage to Letara’s economy was huge and restoration work will take a large toll for several years.

RP effects: In the late 40s people were relatively optimistic with the economy recovering, and were willing to spend a little more on luxury items. However, after the shock of 1949 and the slowly declining economy, people’s outlook changed over time. The gap between the “haves” and “have nots” increased. Most of the general blue collar working population became more and more cautious in their spending and trended toward more economical choices. The rich, on the other hand, still maintained their lavish lifestyles…


The natural environment certainly wasn’t quiet during this time! First, there was the triple misfortune of 1947. The moderate drought in itself wouldn’t have been catastrophic by itself, even though it did result in a lower crop yield that year and lowered food exports. But it also resulted in some minor fires affecting the forestry industry and costing the government due to increased firefighting operations. On top of all of this, Mt. Mordred had some rumbles and a minor eruption, causing some minor damage locally and setting more forests on fire around the volcano. None of these would’ve been disastrous by themselves, but the three natural disasters taken together, they were enough to send the economy of Letara into a downward trend. The damage was repaired quickly and the economy started to even out, but then in 1949 a catastrophic Earthquake shook the peninsula, destroying many older buildings across the country and damaging infrastructure. This disaster further exacerbated the downward spiral of the economy, it was getting too much to deal with. And then 1951… the year known as the “big burn”. As it turns out, the 1947 fires were just a minor inconvenience in comparison to what occurred in 1951. Mt. Mordred erupted again, this time it was a moderate eruption - enough to set the forest around the volcano ablaze. The out-of-control fires were fueled by accumulated dead vegetation, which was later attributed to years of forestry mismanagement. This was resulted in the virtual immediate destruction of Letara’s forestry industry and prevented any economic rebound in the short term.

RP effects: Aside from the economic impacts, the forestry industry is more or less destroyed in 1951, and will need major investment if it is to be rebuilt. The earthquake of 1949 caused widespread damage to buildings and infrastructure, so both need major investment to be rebuilt and maintained - and even more to be expanded and improved.

Car reviews and other results to follow shortly!



Chapter 2: Portunis Cannonball Run 1946-1948


The highly anticipated inaugural Portunis Cannonball Run of 1946 started a little subdued. The hopeful teams arrived in Somunds for scrutineering a few days before the race was due to start. Crowds were slowly gathering in the hopes of glancing the race cars and get autographs from the drivers. Otherwise festivities were not due to start until the teams were officially announces.

Six manufacturers submitted their bid to enter their cars in the race: Mons, Minerva, Aero, Vizzuri, Ainsworth, and Daniloski.

From left to right: Mons, Minerva, Aero, Vizzuri, Ainsworth, Daniloski.

First up: scrutineering to make sure that the cars are legal. Unfortunately, one of the entries was found to be in breach of regulations: the Daniloski was too expensive. Not just a little either, but a whopping $2300 over budget. This meant that the smiling blue car was not allowed to partake in the race. This left the field with five manufacturers - 15 cars at the starting line.

Before the race the organizers published car specifications, which led to widespread speculation (and betting) among the spectators. Which car will win? Powered by a large 4.7L 204 HP V8, the Vizzuri shows amazing straight line speed, but falters in cornering. It will certainly struggle in the more twisty second stage. Despite this shortcoming, its speed is just overwhelming in a straight line, and is anticipated to be able to overcome its handling issues.
The Mons and Minerva are roughly even on overall pace, but in different areas. Powered by a large 5.7L 210 HP V8, the Minerva edges out the Mons (2.4L 112 HP B4) in straight-line speed, but it too struggles to get around bends. The Mons beats both the Minerva and Vizzuri in the more twisty areas, but falls a little behind due to its lower top speed. Reliability of these three cars is roughly on par with each other - not stellar, but acceptable for the time period.
The Ainsworth is a little slower in a straight line than the previous cars with its 2.1L 116 HP I6, and also falls behind a little in the twisties. Overall, though, it is not far behind the Mons and Minerva in raw pace. The real Achilles heel of the Ainsworth is its miserable reliability. It will be lucky to finish the race!
Last, but not least is the cute little Aero. It’s small, and it’s not fast. But, with its 30 HP engine it barely reaches 100 km/h, so what did we expect? At least it is quite reliable, and very very affordable. Perhaps this car is actually within reach of most Letarans - so perhaps this is the ideal sports car for the masses?

Break-downs, malfuntions, and headaches:

Stage one saw immediate drama with two of the Ainsworth teams suffering terminal failures - and so the race lost the Ainsworth Factory Team and the Ainsworth Rally Team. Also in the first stage the Mons Titans team lost some time due to a minor technical problem, but managed to continue.

Stage two saw one more DNF: Vizzuri’s Highway Outlaws broke down and could not resume the race. Other than this, the Mons Titans overcame another minor techical issue, and Aero’s Official Aero Company Racing Team (Car 2) and Vizzuri’s V8 Magnifique suffered major issues losing them a lot of time.

Stage three was a rather mundane affair; only the Mons Paragons had a moderately severe malfunction, which set them back quite a bit, but managed to continue.

Race results:

Group shot of the winners of the inaugural Portunis Cannonball Run taken on the porch of Portunis’ most famous winery overlooking the ocean.

Surprisingly, 12 out of the 15 teams made it to the finish line! This is a remarkable success for the inaugural race. The organizers were delighted with the fan turnout too - people lined the roads all along the race’s route. With the economy seemingly in an uptick, many more successful years of racing are predicted. Now, let that Fronaco Secco flow!


In its second year, the Portunis Cannonball Run didn’t see any new entries, so racing continued with the same five teams from 1946. The diverse podium of the previous year has shown that outright pace is not everything: to win, you have to finish first (and finish without any major mishaps along the way). Despite the persistent heat and dry conditions, the fans were out in full force again and crowded the side of the race route from starting line to the finish line. The teams were also in good spirits and set off for the race in high hopes of more great results…

Break-downs, malfuntions, and headaches:

1947 could not have started any more different from 1946… Right in the first stage four teams suffered terminal malfunctions and had to abandon the race: Mons Maruders, Vizzuri V8 Magnifique, Ainsworth Factory Team, and Ainsworth Racing Team. It looks like that Ainsworth’s miserable reliability is really taking a toll on them this time around.

The Ainsworth misery continued in stage two, where they lost their final team, the Rally Team, to a terminal failure. Not to be outdone, Minerva’s The Hope of Altherys and Mons’ Titans were also lost in this stage. Thus, by the end of stage two, the 1947 edition of the Cannonball Run was already down seven cars! Perhaps the successes gained last year were the fluke, or was it back luck this year? The speculation started among the teams and the crowds… Oh, and almost unnoticed was that Minerva’s The Spirit of Crugandr team also suffered a minor issue, but they only lost minimal time and this event was overshadowed by all the retirements.

In the last stage, one more car would succumb to the stress of racing: Vizzuri’s Highway Outlaws never made the finish line. The other unlucky team was Mons’ Paragons, who suffered a major break-down losing them much time, but at least they could get going again and make the finish.

Race results:

With only a tiny field of 7 cars making it to the finish line, this was truly a race of attrition. The only manufacturer in the two years of racing who had all of their teams finish the race is Aero - so although they are not necessarily fast, we must congratulate them on this achievement! Letarans are starting to talk about hares and turtles…


Four new manufacturers submitted their bids to join the Portunis Cannonball Run: Liberty, Mocabey, Capable, and Mitsushita.

From left to right: Liberty, Mocabey, Capable, and Matsushita.

As always the new teams had to undergo scrutineering by the judges. Liberty and Mocabey were found to be in compliance with all rules and regulations, but unfortunately Capable and Matsushita had to be excluded from the race. The reasons on the official scrutineering forms read: “The company Capable is found to be in violation of the Traffic Act of Letara. The offence involves the mounting of experimental and potentially dangerous tires to their vehicle. Upon close inspection, these tires are found to be impossibly wide for their height, thus potentially causing dangerous blow-outs.” and “The company Matsushita is found to be in violation of the financial regulations of the Portunis Cannonball Run”. Thus, only Liberty and Macabey joined the starting grid, bringing the total field up to 21 cars.

Luckily, the volcanic eruption at the end of last year didn’t affect the race route, and people were still keen to see fast race cars - especially with new teams joining the race! Perhaps this year will see a new car on the podium? So crowds still gathered along the race route to cheer on their favourite teams.

Of the two new teams on the grid, Mocabey became an instant favourite and many bets were placed on their three teams. On paper, the 3.6L 165 HP I6 made the Mocabey a rocket on wheels. It proved not only fast in a straight line, but also around corners, this combination not seen thus far from any other race car. The car lacked a little reliability, but nowhere near the Ainsworth.
The Liberty proved to be a decent car, performance wise roughly on par with the Mons and the Minerva - but having more of the Mons characteristics. Despite its 4L 176 HP V8, due to its bulk it lacked some top speed - but despite its bulk it handled quite nicely around corners. It showed Letarans that big cars can handle well… Reliability for the Liberty was not stellar however, which left the betting folk a little apprehensive to put money on a Liberty win.

Break-downs, malfuntions, and headaches:

1948 turned out to be an even bigger race of attrition than 1947! In summary…

Stage 1, terminal failures for: Minerva’s The Pride of Valraad, all three Ainsworth teams (!), and Mocabey 2. Minor and moderate break-downs for Official Aero Company Racing Team (Car 1) and Official Aero Company Racing Team (Car 2).

Stage 2, terminal failures for: Minerva’s The Hope of Altherys, Liberty Racing Team, and Mocabey 3. One moderate break down for Liberty’s Free Birds.

Stage 3, terminal failures for: Mons Marauders, Vizzuri V8 Magnifique, Libery’s Team Philly, and Mocabey 1. One major break-down for Vizzuri’s Highway Outlaws.

Race results:

In terms of number of finishers, this was thus far the roughest year. Only 9 out of the 21 teams finished the race. Congrats to those who (by chance or skill) have made it to the finish line!

This turn of events gave some Letarans pause. Was the first year the fluke, the outliner? Did the teams just get lucky then? Is this the true face of reliability in the field? Have manufacturers pushed the cars too far and they are just not reliable? Do these reliability woes translate to consumer cars? And how did Aero manage to get all their teams to the finish line every year so far?

Such thoughts started circulating in people’s minds as their eyes and ears turned to the question of reliability as a major talking point…

…to be continued…


Of course when I reimport the price was over by $100. :joy: I believe an update screwed up my pricing. I’m pretty sure it was $20,900 when I submitted or at least when I exported the car which was quite a few updates back. Oh well. Should’ve checked again later within the submission period right? Hopefully my car can still run in 1949 when the budget will go up by $500.

I guess that’s what I get for entering a production engine tuned to about double it’s original power… lol

I also had too expensive racing car (Daniloski in 1946 is mine)

Had contacted Cake on that matter in Discord and decision is definitive, meaning our race cars are out for this first leg of competition

At the Desks of Aetheriian Motor-Carriage Works


Hearing that the Cannonball Run had finished and that Nayeli Endavi-Rhuthan had piloted the Pride of Valraad to the finish line first, Jonathan Rallidan of Crugandr decided it’d be in his best interests to put on his finest suit, step through the World-Between-Worlds, and arrive in Letara to congratulate the winner in person.

Nayeli had been picked by her crew for the sole reason of her being small enough to fit into the car comfortably. When asked for her strategy for the race, she admitted quite bluntly, “Foot to floor on loud pedal, lift only to steer road-ship.”

Likewise, the strategy for the other two teams had been similar, just held back by a stronger self-preservation instinct compared to the battle-hardened former fighter pilot.


Things did not go as well in 1947. While they had two cars on the podium, the Spirit of Crugandr driven by Roland Wardley, and the Pride of Valraad, again piloted by Nayeli Endavi-Rhuthan, neither had a stellar run.

Raja of Bittrenn had some bad luck in the Hope of Altherys when a burst tire dragged the car off of the road and sent him hurtling through the trees at a great rate of speed. He was mostly uninjured thanks to the car’s safe design, but definitely shaken up.

When asked what their strategies were, Roland Wardley admitted, “I didn’t really have one. Foot to the floor when I could, but I was keeping an eye on my gauges and backing off if they got too far into the danger zone. That, and understanding how to change tires in a hurry was a big help. I just got lucky that I didn’t end up off of the road.”

Nayeli’s response, much like last time, was “I put foot on floor. Engine make unhappy sound, I lift by half-claw-length, makes road-ship go fast. Have to try go faster next year.”


This time, things went almost as badly as they could. Jonathan stared at the reports and shook his head, before asking the crews what happened.

Nayeli was the first to admit, “Engine made unhappy noises, I kept foot on floor. Started making angry noises, then big bang and no more engine. Road not downhill enough to coast.”

Raja of Bittrenn also spoke up, “Managed not to crash the car this time. But, I did mess up a gear change and that damaged the engine. About mid stage, it shut off on me, and I couldn’t get it to restart.”

Roland added his own report of, “I just tried to keep the car in one piece. Slow and steady might not win the race, but it will finish the race. You’ll notice I’m the only one of our crew, all three years in a row, to finish this race.”

Jonathan Rallidan sighed. Was racing going to be worth it? He typed up his report and sent it home to the main office.

If our sales are stronger than expected, we can attribute that to the racing teams having done a good job here. If our sales are much, much weaker than anticipated, then racing has hurt our brand image. From what I’ve seen of the economy thus far, I’m recommending a consideration of Kasivah and AMCW vehicles - Letara does not seem to have the funds to support Minerva at this time.


Oh you actually made me chuckle out loud - well done. Well done indeed! :rofl:

1 Like

Glad that you enjoyed it. Figured it made sense that the races would be closely watched by the home-land to see how things went.

Top 5 finish in a 30hp car. This is a way better success than I would ever have hoped for.

Out of curiosity, what are the reliability figures of the other cars so far compared to the Aero? I wanna know how much of this success really is luck vs engineering.


Post race Vizzuri writeup '46-'48

1946: Scuderia Vizzuri scores second place in the first ever Potrunis Cannonball Run!

With a superb & lucky drive, Scuderia Vizzuri managed to aim high and achieve second place: Dante was over the moon, and Zeno just as glad, though full of nerves again. With that podium finish, the two went off to celebrate in a nearby bar with a few fans soon chasing after!

1947: Victory for Scuderia Vizzuri in the second Cannonball Run!

Screeeeeeching to a stop, a shining blue #8 car left skinny burning lines of rubber lathered on the tarmac. Zeno soon exited, with an overwhelmed look as he excitedly dashed around in small circles near the 4700. After taking off his helmet, Dante left the car with a grin, going over to his co-driver for a celebratory well mannered handshake-hug-and pat on the back combo.

“We did it lad, first place, that’s going down in history!” Dante shouted out, before letting him go.

Zeno looked back with a smirk: “Thanks to your wild driving no less, ya maniac!”

The two would go on to pop the front clamshell, the V8 slowly cooling down from such a hard drive, as Leterian fans and reporters tried to nab the team for an interview. A local paper crew managed to get them to one side for a picture with the Vizzuri 4700 and them both.

A day later, the paper published, having the team’s thoughts and experiences: Dante would talk about how he tried his best with the car he’s built, pushing it to the limit and using his skills he has learnt as a race driver on the global scene, as well as being so glad to have gotten first, and aiming for another victory in the next yearly running.

In Zeno’s interview he spoke about navigation and notes on certain rough segments, but also promoting the performance and reliability of the Vizzuri, can’t beat free advertising! Though he would not open up about his engineering on the machine, saying it’s confidential information that stays with the brand.

1948: Two in a row for Scuderia Vizzuri!

Outstandingly the Vizzuri 4700 #8 car managed to get a second win on the trot, giving them a -currently- unbeaten record for the time being!

With a crowd of fans drawing in, the two let up their arms in joy, victorious again, they both felt amazing. After the crowds dispersed, two were photographed for the press before being interviewed again:

Dante Rizzo (Left) and Zeno Pesaro (Right) with their #8 Vizzuri 4700. (Credits to @Secrane for the image editing!)

The duo talked about their daily inspections as well as regular maintenance and oil changes to help improve their chances of a reliable car with good care taken into looking after it.

Dante touched upon getting more used to the layout of the course year by year, but still having issues improving his time.

Zeno was just happy to complete the course, noting it takes a lot of work and love of his job helping him.

The two were both proud of their achievement through commitment, glad luck was on their side to help them through to victory! Through word of mouth and the papers, it was apparent that the Vizzuri name was more common knowledge, helping push a few or more sales around perhaps…

OOC: Wow, an interesting outcome! Had no idea the Vizzuri would come out on top two years running and hopefully more!

It’s a shame the second and third Leterian public teams had difficulties, I’m wondering how much of that was RNG or the reliability due to the Scuderia VIzzuri team able to finish each time? I’m excited for more, thank you for the writeups and hosting this interesting and unique event @cake_ape !

I’m not much for in-depth roleplay, and not very skilful at it, but I’ve tried my hardest to make something I am content with! I decided not to do the other two teams, as it might be a lot more energy than I have, lol.




FOR RELEASE: Sunday papers   

REGINA, August 1949: Lewis Wolfe, President of Wolfe Motors, announced today that Wolfe Motors will be entering the Letara Portunis Canonball Run this year for the first time. All legal hurdles were overcome and the Wolfe 200/200 Edition Coupe is officially registered. This is the first official race for the brand new 200/200, aptly named because of it’s top speed of 200 km/h (editor note: about 124 miles per hours) and 200 hp (editor: Canadian ones).

“We have put a lot of pressure on the 3 teams we are sending, this is our first outing and they won’t be on the flight back if they do not win”, the head engineer at Wolfe laughed in good spirit. “Seriously, only the Vizzuri seems evenly matched with their winning streak and a 4.7L V8 compared to our 268 cid V8, but we hear that many new competitors will be entering in '49, so we welcome them all. The more data we can get, the better. We hope to cause a surprise with our acceleration performance.”

Three teams will be competing in a 200/200 - Wolfe Regina led by top test driver M. Alfred Wilton, Wolfe Saskatoon led by the engineer and amateur driver M. Lionel Gauthier, and Wolfe Moose Jaw led by M. Dennis Albert. M. Albert did a stint at Le Mans as a backup driver, so he does know his way around a car and Wolfe is lucky to have recruited him.

“Get ready to eat dust!”, said M. Wolfe in closing, smirking.


Your reliability is about 6-8% higher than the Mons, Minerva and Vizzuri, which are roughly even with each other. So it is quite significant.



Chapter 3: “Passenger transport” - part 1


The government of Letara solicited Request for Proposals from various automotive companies to aid them in their “passenger transport” problem. The RFP process proved to be a resounding success, with 16 proposals received by the deadline. In addition to the paper binders full of information, the procurement office also managed to covertly import one example of each vehicle for personal inspection. Here are the 16 vehicles under consideration:

Left to right, back row: Literman, Mocabey, Kolondra, Popas, Minerva, Swanson, P&A, VCV, Wolfe, Kessel, Liberty;
Left to right, front row: Stellar, Matsushita, Vizzuri, Mara, Cataphract.

There seems to be a healthy mix of large converted wagons, vans, and mini-busses. At first glance, none of the vehicles would raise any suspicions from passers-by, and there are even some outstanding disguises.

As usual, the RFP packages were received by the procurement department and vetted before sending it up the chain for evaluation. The procurement process is solely focused on weeding out the vehicles that don’t meet the RFP requirements. Looking through the list, most vehicles passed the initial inspection, except for two. Unfortunately, these two manufacturers had to be informed that they did not meet the government’s requirements in at least one area:

First, the Kolondra was flagged. While it is a large enough vehicle, unfortunately it only features five seats. As such, it is unsuitable for government transport. Aside from this oversight, the vehicle was very expensive - the second most expensive in the entire field for combined purchase and upkeep costs in fact. Its only saving grace is that it can reach blistering speeds, but alas, it will not be considered further.

Second, the Popas was also flagged for immediate dismissal. Although this vehicle does seat eight, it does so on bench seats in the back - and the RFP clearly requested full-size seating. This is not the only issue with the vehicle. It also sports some futuristic tires that cannot be sourced in Letara, rendering this vehicle unusable. Interestingly, while the Kolondra is the fastest vehicle, the Popas is the slowest of the entire bunch.

With the two rule breakers eliminated, the procurement office sent up the remaining 14 portfolios and sets of keys to the evaluation office. Their task is to narrow the field down to their chosen top three, which will be shared with the senior security office for their final verdict. Here are the notes prepared by the evaluation agents:

Literman: At first glance, the paint job looks perhaps a little too military. It’s overall purchase and running costs are reasonable. We really like its reinforced steel panels, that extra weight adds a lot of confidence in the car. This car is decently easy to drive and is extremely practical, and has decent off-road capabilities for the more rural areas. Speed is a bit of an issue - it barely makes 100 km/h and is slow to get going, but at least it can go around corners at a decent clip. Perhaps better for inner city transport. This car really falters in two areas however: comfort is abysmal, worse than any race car even! And reliability. It is a wonder that it even made it this far! We were so intrigued how a car can have such low reliability, so we took it apart to see for ourselves. Well, no wonder! Looks like the mechanics forgot to include the harmonic damper in the engine. That thing just rips the crank apart! Needless to say, the Literman will not be further considered.

Mocabey: The Mocabey looks like a generic passanger mini-bus, nothing special about it - just what we like to see. It is a little cheaper than the Literman and about in the middle of the pack overall cost wise. It’s a little hard to drive, but safety is decent and off-road capabilities are excellent even. It has decent reliability and about average speed and safety. This vehicle, too, though has miserable comfort and would cause all kinds of problems for our driver and security guard on long trips. It’s nice to see steel panels on the vehicle, but otherwise it’s nothing special. In terms of speed, it is very acceptable indeed. Not a bad vehicle, but just not good enough to be further considered.

Minerva: Well, this is an interesting one. There are already a few Minervas running around the country in consumer vehicle form, so at first glance it seems this one would just blend in. On the other hand, the Minervas have such a unique appearance that they still turn heads wherever they go, which is of course not exactly what we want. Next, the vehicle is expensive - quite expensive in fact. Expensive to buy and expensive to maintain. This is more of a luxury limousine than a… “passenger” transport. It is quite comfortable too despite its relatively small size - at least compared to the larger busses. It’s quite practical but hard to drive. It has good off-road capability, but safety, practicality, and reliability are only average. We did like the added safety points to this car, and the steel panels are always welcome even if they are just stock. And true to Minerva form and what we’ve already seen in the Cannonball Run, this car is fast. In a straight line, but still fast. Overall, though, the cost of this car unfortunately is prohibitive, thus we must pass on it.

Swanson: Another military looking vehicle, but this one has a clever disguise! Definitely deserves some bonus points for that, because it’s true - everyone would stay clear of a pest control van. This is a good start. Considering the stats of the vehicle, it sits in the middle of the range when it comes to overall costs. The rest of the numbers are also quite… average. Decently easy to drive, decent comfort, decent safety, decent practicality, decent utility, decent offroad, decent realiability, decent steel panels. It is just a very decent car. If you want to see the average car: this is it, all in one. Its main headlights are the decently (there is that word again) clever camouflage and the better-than-average quality materials used in its manufacturing. As such, it gets close, but it just doesn’t offer that “extra” that some others do, so the Swanson won’t be considered further.

P&A: The next on the list is the P&A. Right off the bat, it is among the more expensive vehicles on the list. Surprisingly for a mini-bus, its panels are aluminium - of standard thickness no less, which is a large safety concern. Moving past that, we see a car that is hard to drive, isn’t overly practical, has poor utility, but average off-road capability and mediocre reliability. The two shining stats for this car are its comfort, trouncing any other car by a long shot, and a really good safety score thanks to a more advanced safety package. The bus can muster a very acceptable speed, but has the worst cornering characteristic of all submissions, so it would have a hard time to out-manoeuvre anything else on four wheels. Overall we must conclude that the P&A will not be further considered in this process.

VCV: The VCV is another large wagon with hints of luxury, similar to the Minerva. But that is where the similarities end. The VCV is quite a lot cheaper - it is in fact a very reasonable price in the short and long term. And from here, the VCV resembles the Swanson a lot more in that it is… decent… in just about every aspect. It is perhaps a little less practical, but then it is a little bit more off-road worthy. It may be a little less comfortable, but is a little more reliable. And every other statistic just about slots nicely in the middle of the range. And as such, the VCV itself slots nicely into the middle of the pack. It’s not a bad car, but also lacks that little bit of shine and polish to really stand out. As such, the VCV will not be considered further.

…to be continued…


I would be interested in knowing what you think is the hint of luxury the VCV is showing since I was aiming at a truck based wagon somewhat similar to a Suburban but smaller. I am not saying you’re wrong, would just be interesting to hear your point of view :blush:

Oh, that comment is solely about the appearance of the VCV. In a field dominated by panel vans and mini-buses, relatively speaking compared to the others, it’s easy to look a little bit more “luxury” with a normal wagon that has a little bit of aesthetic detail and a big chrome grille. As you see, once I started to consider what’s under the skin the term “luxury” disappears very quickly :slight_smile: