OFFICIAL JOINT STATEMENT FROM ITAL AND LEVANTE
Regarding the current influx of proposals for new legislation in the motorbuilding sector, we would like to state as follows:
1. Regarding the Even Keel Proposal, we strongly support the idea of introducing a differential tax regime for different engine displacement. We do find the bracketing a little odd tho, as the 660cc threeshold looks a little too specific. We propose to rise the threeshold to 800cc engines, to guarantee that the basic transportation can at least bring the poor Letarans to their destinations in a reasonable time.
This said, the 5% import tax bracket concerns us; there lies the big volume sellers of the country, and such a low tax bracket would rob Letara of precious resoursces in this times of need. We would suggest to lower the displacement limit to 1.2 liters, to give some of those vital money back into Letara’s hands. Regardless, we will strongly support differential taxation, for we take great care in the well being off less fortunate Letarans.
2. Regarding the SES Proposal, or every proposal to ban veichles of certain dimensions from Letara streets “for safety”: We are deeply concerned that some car makers could even concive such atrocious ideas. We will put it down in ink: How big a car is doesn’t impact it’s safety in ANY WAY. Want to make the roads safer? Build stronger, more refined chassis, invest in state-of-the-art safety equipment, educate better drivers. We will fight strongly against any bogus “safety” legislation.
3. Note regarding other current proposals: We strongly disagree with any rulings on how many lights or where those lights should be put on a car. Stumping creativity and style because you can’t be bothered to put decent bulbs in your cars is frankly disappointing. Yes, that’s valid even for work vehicles, thank you for asking.
While many other proposals were already presented, we will discuss them in the appropriate fora. We hope and wish for a renewed cooperation with other car manufacturers, adn we are as always open to discuss new ways to improve the state of Letara’s private transportation
Giano De Lucchi, ITAL President
Giorgio Levante, Owner of Levante Automobili
Abriged version
Giorgio’s Levante Office, september 1954
“So, let me get this straight , i go on a work trip for 5 days, and this clusterfuck is what we get?”
The poor intern was watching a wrathful Giorgio Levante chewing on a cigar, with his face closing on his trademark ‘i’m pissed’ red: “Well, yes, mister Levante. Mister De Luc…”
“Ma porca putt…” Giorgio started a litany of swears, scaring the poor intern to the absolute core. Mister Levante’s temper tantrums were stuff of the legends, after all.
“I get the tax stuff. I get it, damn. Lower the taxes, get more profits, blah blah blah. Damn accoutants. But limiting how big or small a car can be? What the fuck were they thinking! This absolute disgraces than build 3.0 meters landyatchs with tissue paper for panels and cardboard for chassis, and the damn things folds like paper anyways.”
“Well, mister Levante, they might…”
“Donkeys, that’s what they are! Donkeys! Spend your damn money on your cars, instead of a comitee of well dressed barn animals, i’d say. Solve the problem, right there. Then there’s this guy who wants to ban leaded fuel in a country that has a billion of other problems to solve. Brilliant, let’s add one for no fucking reason, good job!”
“Well yes, but…”
“AAAAAND then there’s this other genius here, who wants to mandate a center headlight for all cars. For. All. Cars. Why, IN THE EVERLOVING GRACE OF GOD, SHOULD WE PUT A CENTER HEADLIGHT ON EVERY DAMN CAR. WHAT ARE WE, A DAMN TRAM BUILDING COMPANY!? YEAH, I’LL ASK THAT LAMBORGHETTI GUY HOW TO BUILD CARS NOW, WHAT A FANTASTIC I.D.E.A!”
“Mister Levante, that’s the other thing that i came to say: Lamborghetti is building a grantourer. Apparently he found the current cars on the market, how can i say, lacking”
“WHAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAT!”
With the fury of a thoushand storms, Mr Levante fled the office in a flurry of insults, directed to every concievable living being ever, leaving the poor intern stunned in the office, unsure on what to do.
“Well, that went better than expected.” An amused Giano De Lucchi, standing on the doorframe, looked at the now mortified intern, standing alone in the office
“That was better than expected? That?”
“Oh my dear, you have no idea. Come, we better go talk with the press release team. We don’t want mister Levante writing the statement himself, don’t we.”
Bracing the poor intern by a shoulder, mister De Lucchi brings the intern away from the office, towards the safeness of the internal press office, leaving the intern with a single question: Just how pissed Giorgio Levante become, for real?
NEWS RELEASE
WOLFE MOTORS
REGINA, SK, CANADA
VIZZURI
SIENA, ITALY
FOR RELEASE: Sunday papers
REGINA, December 1954: Lewis Wolfe, President of Wolfe Motors, Dante Rizzo and Lamberto Vitali, co-founders of Vizzuri, wants to address the flurry of legislative proposals recently in the Letaran news. The “No Taxes For a Happy Letara” lobby is stronger than ever and believes most proposals are futile attempts at PR by desperate brands.
People in Letara are hurting and we want to help them as much as possible by investing massively in the actual infrastructure of Letara. Many of our members are building assemblies and factories in Letara to further reduce Letara’s reliance on imports and creating jobs, and we’re massively rebuilding and expanding the road network to make Letarans’ lives easier - this is how you fix the economy, massive investment, not massive taxation of goods.
The poor families looking to buy a car with only 661cc to be able to inadequately transport 4 people to visit their relatives in the countryside, with the mother’s bad back acting up in such a cramped car and long drive, would be the real victims. They would even have to pay a 5% tax on that miniscule car, while rich people are enjoying their powerful cars without worries, with engines larger than ever and more power than the everyday Letaran could ever dream of!
How about the farmers in the countryside, stuck with using a tiny pickup, or god forbid, an Aero Move Ute? Their crops will wither and die by the time they finishing hauling their grains. They need proper effective machinery.
As far as I know, Letara is not under a repressive rule and people should not suffer needlessly and should enjoy their money however they see fit, not be slave to taxation of engines.
We want everyone to have freedom of choice and a free market.
This is why we advocate against any displacement-based tax of automotive goods, for anyone, from the poorest to the richest and push for massive investment in Letara, which is only good economics for the country. We’re also supporting our members and good corporate citizens for any concrete initiatives helping Letarans.
The charter has been signed by 18 brands already - more are coming onboard every day, and with such extremely aggressive proposals affecting the everyday Letaran, we’re sure support against taxation of automotive goods will only increase.
Here are the brands currently opposing a displacement-based tax:
Alira
AMCW
Apex
Benetsch
Capital
Empire Motors
Garland
Kasivah
Lombard
Minerva
P&A Sportsman
Smith
Vaughn
VCV
Vizzuri
Wolfe Motors
Wraith
Zephorus
We take care of our own
(ooc: DM me for more info about the lobby)
Excited for round 2! I can’t DM anyone yet so hopefully before things are announced I get that ability. Listen carefully for the tinny rumble of the little Korean auto manufacturer on their way to Letara…
PRESS RELEASE - CONFIDENTIAL INFORMATION
Mara Goes Letara, Ep. 1-5
(This takes place before the previously written episode, so the old Ep. 1-5 is now Ep. 1-6. And yes, I am very much behind the times, but intend to catch up over the week… And hidden so that it’s easy to ignore if you are more focused on round 2 lobbying at the moment.)
Previous post (chronologically)
18th September 1949, on the Letaran border to Somunds
Meanwhile, six years or so earlier...
Mara junior development engineer Rodyn Gumprov stood together with his two superiors, Fedor Piechov and Henri Nordhov, in a parking area, together with all the other competitors and their cars of the 4th (and their first) Portunis Cannonball event. The three Companion prototypes - entered under their project name P47-1 - stood out due to their bright colours (well, at least two of them) that followed the Archanan flag.
His role in the black #99 car was too support the other two in achieving the best possible placement in their first outing on Letaran soil. He also looked at their military beige HD6 support van which in the year before had almost become the Letaran government van for 'special passenger transport. Ultimately, they had finished third in a very competitive bid. In a stroke of luck, Mara’s comrade directors had decided to make a very similar - but uninvited - pitch to the Archanan government shortly afterwards. Which appeared less squeamish than the Letarans to value price over comfort, and so most of the HD6 vans had finally vanished from their factory’s (as well as other) parking lots and started their life in service of the Archanan government.
At the starting line, Rodyn looked a final time over their competition - such as past winners Vizzuri - with much sleeker looks and, at least from the idle sounds, much more powerful engine architectures than their re-tuned undersquare flat-4. His colleague Yenna had worked wonders with the engine tune, but Rodyn still wondered how their three prototypes would hold up to the competition. This seemed to be less of a concern, however, to his superiors Fedor and Henri who seemed to thoroughly enjoy their holiday on Letaran soil and stood joking with some of the other drivers until they were signalled to enter their cars and get ready to start one-by-one.
As they started in the order of the starting numbers, Rodyn in the #99 car dutifully made his way to the end of the queue. He caught a glance from Yenna who stood near their HD6 support van and gave the ‘ok’ sign. Rodyn responded with a thumbs-up and focused on the three grueling days ahead of them. One by one, the cars ahead of him vanished in the distance more or less (in case of the diminutive Aeros) quickly.
As he finally got underway himself he confidently attacked each bend and let the engine stretch its legs on any straight - as he was probably the person with the most experience in this particular prototype from his participation and oversight of regular testing of the car over the past months to iron out all kinks before it was ready to put into production.
In fact, Rodyn had managed to catch up to Henri in the #42 car who had started about two minutes earlier after a short while already. As agreed, Rodyn held steady behind him in his support role, but Henri waved him through after a short while to catch up with Fedor Piechov in the #47 car who obviously had been more daring than Henri on the first kilometres. With his greater experience and confidence in the limits of the P47-1 prototype, Rodyn was quickly able to put some distance between him and Henri who seemed eager not to lose contact and learn more about the limits of the car from Rodyn.
**
On the morning of the third and final day of the Cannonball run, Rodyn sat alone in the breakfast room of the inn on the outskirts of Brospyne where some of the rally entourage had spent the night. On the previous day, he was joined only by Fedor for breakfast while Henri seemed to have enjoyed the Letaran music and spirits a bit too much for a timely rise, and Rodyn suspected that both were now absent for similar reasons.
Rodyn had managed to gain a couple of minutes over his to superiors on the first two days by deciding to ditch his support role towards the end of each day and going flat-out while Henri and Fedor seemed to have grown tired (or less ambitious at least) over the day. Rodyn had felt confident to do so since there did not seem to be any technical problem with any of their three cars. The extensive prototype testing and additional preparation seem to have paid dividends, or rather, been fruitful, to avoid a perhaps too capitalist expression.
As he left his empty breakfast plate behind, he heard Fedor calling his name. Rodyn waited until a seemingly well-rested Fedor had caught up to him. “Did you have a chance to look at the official timing? I was busy with other… things, yesterday.”
“Yes”, Rodyn responded. “We are actually up there with the Mons Paragons, two of the Vizzuris and one Minerva. So it’s probably down to a few minutes at best on the final stage today.”
“That’s much better than I expected, to be honest. Do you think you can finish up there with the leaders if you go all out?” Fedor wanted to know.
Rodyn nodded. “I can try, at least. All three prototypes seem to run like Hetvesian clockwork, so you probably would not need any support en route anyway.”
“Then go ahead and give it your best. Let’s put Mara on the map in Letara.” Fedor raised his voice ever so slightly.
Rodyn nodded eagerly, made his way to his car to drive the short way to the starting line, and mentally prepared himself for the new role with a much higher pressure. From behind, he heard Henri’s voice as he had obviously caught up to Fedor and they seemed to discuss whether they would be able to get at least a quick coffee before they had to be at the starting line.
**
On his way to Portunis, Rodyn certainly felt the last two days in his tired bones and muscles. While the P47-1 prototypes were quite light, the heavy all-iron 2.5 litre engine at the front made the steering effort substantially higher than it would be in the later production cars. And while the wide sports tyres made high-speed cornering possible, keeping up with the other contenders for the lead required full concentration.
He and the others in visual range seemed to alternate pushing and taking it a little bit easier, or nailing corners and going a bit wide in different rhythms, so that it was difficult to tell who was actually in the overall lead, especially given that the final positions would be decided on aggregate times. The cat-and-mouse games between the five of them provided Rodyn with sufficient adrenaline that he was able to forget the strain that the past two days had put on him, and he suspected that it was similar for the others. Moreover, he was the only newcomer while the others were already seasoned pilots, having taken part in the event in the last years as well.
During the day, it seemed that he finally seemed to have passed the Vizzuris for good - the slightly curvier road probably putting extra challenges on their drivers in a car that very much was built for the straight line. In contrast, the Mons seemed to be in his element in particular and he had a hard time staying on its tail. He wondered how his two colleagues would fare, especially given their lack of breakfast…
Finally, the finish line in Portunis was in sight, and if he had correctly kept track of where everyone was, Rodyn was actually leading the race, having finally put a short distance between himself and the pursuing Mons on the last kilometres before the town. The question was, was this enough to pull ahead of the Mons on aggregate times? In any case, he raised his arms in victory celebration as he had passed the finish line and carefully managed to bring the P47-1 to a stop despite overheated brakes. Even a stage victory was certainly much ground for celebration.
**
Rodyn had spent the next minutes making excited conversation with the other arrivals - his equally adrenaline-charged direct competitors of the third stage as well as Henri and Fedor who had eventually arrived a fair number of minutes later than him. After the last of the three Itals had crossed the finish line and the organisers announced that they were ready to reveal the winner. As with the previous stage, everyone was sure that the three Aeros would make their way to the finish line eventually, but they would not wait for their arrival with the celebrations.
Half in trance, Rodyn listened to the announcer revealing the final standings in reverse order and his arms shot jubilant into the sky as the Mons Paragons were announced to be in second place. The 9th and 4th placed Fedor and Henri were the first to congratulate Rodyn on his surprise achievement. Luckily, noone expected a victor speech from him and everyone was just happy to start the - by now legendary - event afterparty. Even the Aero drivers joined in a few hours later.
@cake_ape, so could we do like the 70s, 80s, 90s, 2000s, 2010s, and 2020?
I believe 3 rounds feels like the rounds go too fast as we move through the era. Would like to see a deeper dive with Letara. If it means longer waiting times then most of us are actually okay with that.
Well, the current round goes to '63; it’s only 9 years long, just like last round. So if this trend keeps up, there will be as many if not more rounds than what you’re proposing.
'46-'54
'55-'63
'64-'72
'73-'81
'82-'90
And so on… Though I can imagine that some rounds will be longer or shorter based on the number and significance of technologies that are unlicked per period
- The Proposition was simplified for less confusion and lower possibilities of loopholes
- Steel Panels and Chassis are now required on all cars that Liberty Corp. considers city-segment
- City cars will be heavily taxed instead of being completely banned
These are just the main details, however, we recomend checking the revised letter we have sent you (ooc: check the new open letter). We hope you stand with Liberty Corp. and the citizens Letara by lobbying for this decision. We thank those who plan to contribute.
Liberty Corp. Advertising/Press Department, 1953
Floor 13, Building 420, 69th Avenue
Philidelphia, PA, USA
+1-215-xxx-xxxx
THE EVEN KEEL PROPOSAL REFORM
An open letter from Otto Frisch, Operations Manager for Kessel Werks
Guten Morgen fellow Industrialists,
Let me start by saying how refreshing it is to see so many manufacturers as genuinely concerned for the welfare of the Letaran People as we are. I can promise you any measure we have taken thus far has been for the benefit of Letara.
But let us address some issues. The Even Keel Proposal has always been exactly that; a proposal. My colleagues and I, after reviewing our own proposal, feel that the tax brackets are much too high, and would force other companies to try and compete in markets that we are also trying to carve out a niche in. We have revised the tax brackets, and removed any proposed taxes on utility vehicles. Here is the new breakdown:
CONSUMER VEHICLES
0 - 660cc = 0%
>660cc - 1.4 liters = 2%
>1.4 liters - 2.2 liters = 4%
>2.2 liters - 3.0 liters = 6%
>3.0 liters = 8%
*No tax for utility vehicles, and segments have been aligned with proposed racing categories for clarity with automakers who want to build dual purpose cars.
There have been some who have said that massive investments in infrastructure is the only way to improve Letara’s infrastructure. This is completely true, but I wonder where the money will come from for this massive investment?
Many are opposed to any taxes on the Letarans. This means NO money for the government to improve the country’s infrastructure. Some have noted that their building of factories will fix the country’s infrastructure. Our factories will look majestic, but they will not solve Letara’s crumbling roads or broken power grid. The Letaran people will earn paychecks, but the only way the government will see any of that capital is by taxing those wages. Some have suggested that the Import Tax will be enough to fund Letara’s rebirth, but since SO MANY of us have built domestic plants in Letara, the Import Tax will not bring in nearly enough money.
No, the ONLY way for Letara to properly rebuild is with sacrifice and determination… by all of us. Our proposal at least attempts to resolve the situation as logically and responsibly as possible. We encourage any automaker to join with us and help try to rebuild Letara with this (now far less crippling) tax. We now have a vested interest in the success of this country.
Warmly,
Otto Frisch, Operations Manager for Kessel Werks
I have no idea what you mean by three rounds there. Please read the rules again, carefully. For this question I direct you to point five in the OP.
But how did Capable Motors Co. get here, building the most capable vehicles on the roads today? Keep reading and find out as we dive into the founding of the most capable vehicle company on the market.
Capable Motors Co. was founded on March 12th, 1924 by Idaho farmer Edwin Brummer. Edwin, born 1895, who had grown up on his family’s farm outside of Nampa, had seen the struggles of everyday farmers and workers in the Northwest. Farmers relied almost entirely on horse pulled wagons to transport crops to the city market. Workers couldn’t move to find better jobs, and were stuck in low-wage jobs. In 1916, Edwin enlisted in the US Army and travelled to Portland, to Los Angeles, and took the train to New York to take the ferry to France a year later. The Capable founder served as a chef behind the front lines, providing meals to the soldiers. After the armistice was signed in November 1918, Edwin decided to stay in Paris for a while. Paris was a bustling metropolis, completely different to his rural home town of Nampa. Within the years after the end of the war, automobiles became big in France, with cutting edge race cars being built there. Edwin studied these cars, learning the knowledge necessary to build his own cars in Boise. In 1921, Edwin moved back to Nampa. For the next few years, he worked in mechanic shops to gain the funds necessary to start up and build his own company. This was achieved on March 12th, 1924, when Capable Motors Co. was founded.
For the first four years after Capable was founded, Capable Motors Co. performed mechanical and repair work for a variety of cars. This made a small amount of money, however to due to the small amount of automobiles in the state of Idaho, Capable Motors Co. did not achieve the funds necessary to begin commercial vehicle production. In May of 1926, Capable Motors Co. negotiated a loan of $5,000 and bought a small plot of land in Seattle. A factory and repair shop was built on the plot, and machining tools were soon brought in. At this point in time, Capable Motors Co. consisted of 30 workers, including 20 mechanics, 6 engineers, 2 janitors, and 2 executives. Plans were drawn up for Capable’s first commercial vehicle: the Capable Carrier. With this truck, the workers and farmers of America would have a cheap, reliable, and capable vehicle.
The first Carrier rolled off the assembly line on September 2nd, 1928. Over its 8 year production run, 9,604 Carriers were built. Due to the market crash and recession that started in 1929, sales were below expectations. Because Capable Motors Co. was such a small company with little investments of its own, the company was able to survive the recession without many losses, due in part to its mechanical repair shops. Over the decade, many new engineers and mechanics were hired to build more Carriers, as well more machining tools and another plot of land.
While the Carrier was the first Capable vehicle, it was surpassed in the pick-up truck market by most other vehicles. It was an adequate vehicle capable of moving from one place to another, but its suspension was stiff, the interior lacked any comforts outside the seat, which was made with cheap materials, the sound insulation was poor, and the quality could only be described as adequate. Small improvements were made to the vehicle over the next 8 years, such as more finely tuned suspension, more detailed body panel cuts, and improving the shape of the seats.
Fun fact: The cost of the first Capable Carrier was $440. This was dropped to $420 in 1930. Due to the increased cost of the improvements made to the model in the 30’s, in 1933 the price had risen to $425. The last Carriers were built in 1937, when it sold for $370.
In 1934, it was decided to start the engineering process of a new pick-up truck. Much like the Carrier, it was a pick-up truck designed for farmers and workers to carry goods around. The new truck, called the Capable Pusher, was larger, more reliable, faster, and more capable than the Carrier in every way. It didn’t posses the stiff suspension of the Carrier, the uncomfortable seats, or the poor sound insulation.*
The first Pusher rolled off the assembly line on September 3rd, 1936. Carrier production was converted to the Pusher in quick manner. It was received by the public in a warmer light than the Carrier. It could carrier a good amount of cargo and could travel on dirt well enough. It still wasn’t as comfortable as other trucks though, part of which is due to cost-saving measures. The seats were lined with the cheapest linen money could be, the steering well was rough, but the gearbox was easy to shift.
Things took a turn for the worse in 1939 when Germany invaded Poland. War had started in Europe, and with the United States’s allies the United Kingdom and France declaring war on Germany, the government shipped large amounts of materiel to the United Kingdom and France. The United States government deployed many military contracts for vehicle manufacturers, and Capable Motors Co. secured a $4,000,000 contract to produce a light truck for use in military logistics and transportation. This new truck which was to serve on the front lines transporting military hardware, medical supplies, ammunition, and food would need to far outshine the Carrier and Pusher. Soldiers’ lives depended on this.
20 new engineers, most of which had a military hardware background, were hired. The planning and design of this new Capable truck was overseen with the greatest precision and enormity. During this time, new land near the Seattle factory was purchased, as well as upgrading the original Capable repair shop in Boise to produce spare parts and tools necessary for the war effort.
On November 13th, 1940, the Capable Puller debuted. It featured room for 3 in the front and 6 on the cargo bed, thick wheels, a 1.5 ton cargo capacity, and a powerful 45 horsepower engine. All construction of the Pusher was converted to the new military truck, and by December 1941, 3,500 were built. Until June 1941, 1,000 were sent to the United Kingdom. Following the German invasion of the Soviet Union, most of the Pullers were sent to the Soviet Union via the Pacific Ocean.
The trucks were only somewhat enthusiastically received. The Pullers were extremely uncomfortable, even more so than the Jeep, and there were reports of soldiers complaining of piles and back pain. In March of 1942, after receiving complaints from soldiers, the Puller was upgraded with softer seats. This increased the price per vehicle, and the Puller went over budget due to this. Overall it was adequate and capable of hauling military hardware and cargo. It was mostly used for hauling ammunition, guns, and uniforms from the factories in the Urals to the frontlines. It also pulled artillery pieces.
President of Capable Motors Co., Edwin Brummer, served in meetings with the War Production Board. As a trusted industry manager, he was consulted and gave out advice to the War Production Board in regards to automobile manufacturing for the war effort. During the war, 24,135 Pullers were produced. Many Capable Pullers assisted the Red Army in the siege of Berlin. Throughout the war, 12,000 Capable Pullers were sent to the Soviet Union. 11,135 were used by the United States Army and Navy, and served in North Africa and the Pacific Campaign.
With peace came a great feeling of joy to all people of the world. With the ending of the military contracts Capable Motors Co. had signed and the high cost of production of the Puller compared to civilian trucks, production of the Puller was stopped in November 1945. A cheaper version of the Puller, called the Puller C, was made from November 1945 to May, 1948.
In May 1948, three vehicles were introduced at the same time… The Capable Cruiser, Capable Heaver, and Capable Hauler.
*sound insulation guidelines vary by company.
Mara Goes Letara, Ep. 1-7
(Still catching up, I guess this is my contribution to NaNoWriMo…)
Previous post (chronologically)
17th September 1951, Brospyne, Letara
Meanwhile, four years earlier...
What a contrast this third day of the 1951 Cannonball run was to Rodyn Gumprov, one of the three Mara drivers, compared to the previous two years. In both these years, a cheerful atmosphere had prevailed within the team, the other participants, organisers and spectators.
For him, Mara’s first year in 1949 was characterised by excitement about their first-time participation, culminating in his surprise event victory. These feelings were replaced by anticipation and concentration for the second run in 1950 where they suddenly were cast as favourites - and delivered, with another victory, improving his own 1949 victory time by 40 minutes overall, and a 3rd place for Henri Nordhov, Mara’s Comrade Executive Director. Largely this had been helped by several of the other contenders having larger or smaller reliability issues while the - admittedly overengineered and tested - P47-1 protoypes again ran like Hetvesian clockwork.
In that 1950 event, their spirits had further been boosted by excellent sales numbers by the Companion Sedan upon its market entry in Letara. While the sales numbers for the panel van and pickup were more modest, they still were helpful in selling off excess production that their main factory in Archana was producing and was not able to sell immediately on their home market (and Dalluha).
The 1952 event, however, was marred by a much gloomier atmosphere all round due to the natural disasters and the slight haze that still seemed to linger on the horizon from the volcanic eruption and the extensive fires. This mood seemed to extend to the crowd due to the economic downturn that had befallen Letara. Mara’s sales numbers of their Companion sedan were also somewhat down from last year.
The three Mara racing team members themselves had, however, kept their concentration up, and were seen fighting hard with the three Zephorus and Vizzuri teams right from the start. One Vizzuri team had to had to exit the race during the first stage, however, as had the Zephorus Red team during the second stage. The third Vizzuri team and Zephorus Green and White were still up there in or close to the lead at the start of the third stage.
As Rodyn had lost some time on the first stage, he was back in a support role, now for Mara’s Comrade Director of Engineering, Fedor Piechov, who was putting in a very spirited drive, keeping the pressure on the Zephorus and the remaining Vizzuri cars at the front. Unlike in the previous years, Fedor was awake early on the third day and joined Rodyn for breakfast. The third driver, Henri Nordhov, was again nowhere to be seen.
“Is there anything else on the last stage except going flat out?” Fedor wanted to know.
Rodyn thought about the answer for a few seconds. “Not really, especially not at the pace that the Zephorus teams are showing. It’s basically about who ever cracks first.”
“Or which car”, Fedor adds.
Rodyn nods. “True.”
Fedor looked at the wall clock and signalled Rodyn that it’s time to drive to the starting line. As they approach the parked P47-1 (now known as Companion, but they had not been able to change the official registration) prototypes, Fedor’s hand glides over the fender and door panels. “These are so much smoother than the actual production versions”, he muses to himself. “Hardly any panel gaps. This must be worth a couple of kph top speed at least.” Rodyn meanwhile has already entered and started his black #99 car, waiting for Fedor to drive off.
**
The third stage basically starts identical to the first two - the two Zephorus Green and White teams as well as Fedor and Rodyn quickly pass the other cars, with the leading Vizzuri and Henri Nordhov in the third P47-1 hanging on.
Suddenly, after the first two hours, Rodyn has to look twice to be absolutely sure that he just passed the green Zephorus stranded on the side of the road. Judging from the extent of steam billowing from the engine area, Rodyn concludes that that would most probably be the rally for that team. “One down”, he mutters.
He looks repeatedly in the rear view mirror when the road situation allows, and after a while he is fairly sure he can neither see the leading Vizzuri nor Nordhov’s bright yellow P47-1 anymore either. “So it’s down to the three of us, or two, rather: Zephorus White - or Fedor.”
Thanks to the bright red colour of Fedor’s #42 car, Rodyn is still able to catch a glimpse of him in the far distance on longer straights, but he supposes that the Zephorus would be ahead of Fedor, similar to how things played out in the two days before.
**
A couple of hours into the stage, Rodyn has again to look twice to confirm that he just saw the Zephorus White Team on the side on the road, just as they were getting ready to close the hood again, after what looked like a quick emergency fix. “Since I am a couple of minutes behind on aggregate times… this means that Fedor is now leading?!” Rodyn was unsure and was not in the mood or shape to conduct any mental calculations.
Instead, he concentrated on not losing sight of Fedor in the distance, and also making the Zephorus White folks’ life not too easy to pass them once they would have caught up to him. Despite having run the same stretch of road twice before he was unsure how long it was until the finish line.
**
They had made it to the finish line without further incident, and the leading three cars had indeed all finished while being in barely visual distance from each other. It took again until the last of the three Itals had finished that the officials announced the official results. Again, everyone was sure that the three Aeros would make their way to the finish eventually, and as the last times, the organisers counted from the lowest place upwards.
Henri was confirmed 4th, Rodyn, as expected in 3rd, and they started celebrating nonetheless as Zephorus White was announced as 2nd, as this meant that Fedor had won the race for the 3rd Mara win in a row. In essence, that last minor breakdown had cost Zephorus White the victory…
**
Long after the final Aero had made it to the finish line, and in the midst of the post-race celebration Rodyn manages to catch Fedor in a quiet moment on the side of the festival venue. “Will we keep doing this in the future?” he wonders.
“Yes, of course!” is Fedor’s immediate reply. “This is the best yearly holiday I can wish for! Far away… for a week.”
“If so, then we probably have to refurbish the three prototypes quite a bit for next year to keep them at peak performance. Shall we ship them back to Archana?”
Fedor thinks for a minute. “Shipping is expensive, see whether you can start a closer collaboration with one of the larger local dealers. Given our current solid sales figure, we might establish a more permanent presence on Letaran shores anyway…”
VAUGHN REVUE LETARA
The magazine that goes out to all of you Letarans driving a Vaughn, Wraith or VCV
Autumn 1954
EDITORIAL
"One of the hot topics at the moment is the subject of taxes on new automobiles. At Vaughn Corporation we are of course fully aware that this country is in a deep crisis at the moment. However, we feel like taxing automobiles in the proposed manner is the wrong way to go, and if it passes through, the government might regret it, when it unfortunately will probably be too late. We also understand the worries among you, our customers, because the proposed taxes.
To rebuild this country, what it needs is utility vehicles. Most of the utility vehicles on the market aren’t built for its purpouse, but is merely converted passenger cars. The small engines means that they not only wear out quickly from the hard work - it is also unsafe for highway use. Imagine what might happen when a tiny engine originally made for a compact city car struggles to get uphill with a fully loaded truck or van that also may be towing a heavy trailer. We know that the huge amount of, to put it harshly, worthless utility vehicles have been a disappointment among most of the customers.
Our VCV trucks are something different. They are built with beefy frames, solid axles and are built to take a beating. That also means that we won’t even offer them with a smaller engine than a 4.1 litre inline six, with the new Vaughn V8 being optional in the new range of trucks coming out this autumn. That is the utility vehicles the Letarans will need.
With a tax based on displacement, that will tax a sturdy VCV truck out of reach for many small business owners, meaning that they have to keep holding on to their old, tiny, slow, and harshly put, unsafe, utility vehicles. How are we going to build up this country again if that’s how the government wants it? As they say, good tools are doing half the work. An utility vehicle is not an unnecessary luxury for the working man - it is a highly necessary tool.
The gas guzzler tax is even more silly. On paper, a VCV truck can’t even compete with the puny little passenger car based utility vehicles. But try them in everyday traffic when loaded to max! Once again, the little 3- or 4-cylinder engine will work hard enough for the fuel economy to drop to shockingly low levels, while a VCV with its powerful 6- or 8 cylinder engine will continue to run like nothing have happened, with a barely noticeable increase in fuel consumption. That’s nothing new for us that has experience with utility vehicles - we hope that the government will learn the lesson too.
Finally, the luxury tax. We understand that it causes worries, because probably it will strike hard against cars having even the slightest amount of extra equipment.
What some voices are calling “excess” is something we at Vaughn are calling “safety”. Powerful engines giving you extra resources can help you avoid tricky situations in everyday driving. A good heating system keeps the windows from fogging during bad weather conditions - again, a matter of safety. Power steering makes for improved maneuverability in crowded city traffic. And frankly put - bad car seats can give someone health problems for life. You can’t put a price on your back - because you can’t buy a new one. We have recieved letters from people with back problems praising the coil sprung quality seats of our Wraith cars - will the government force them into driving around on something more resembling wooden benches again?
At Vaughn, we feel that it is our responsibility to help rebuilding the country - it should not go out over the man on the street. We have funding that will help our industry. We have funded rebuilding of our roads. We are even setting up assembly plants giving work to Letarans that otherwise would be struggling in their everyday life.
We are not expecting anything in return, but we would prefer to not be punished out of the market by taxes when we’re actually trying to help rebuilding this country, and we promise you as a customer that we will do anything that is in our power to stop the proposed legislations that will strike too hard against the people deserving it the least."
Looks like things are getting interesting! Can’t wait to jump into next round.
This letter is directed in response to the Editorial in Vaughn Revue Letara
Having read your editorial on displacement based taxes recently, we are impressed with many of your ideas on vehicle taxation, and agree with many of them. However, some of the points in your proposal, seemingly directed towards the Even Keel proposal, seem based on a fundamental misunderstanding of what the proposal is and what it does- or perhaps, your editor was just unaware of the recently proposed revisions to the proposal. Either way, We think the Even Keel proposal aligns with your views much more closely than you realize, and would like to explain why.
First of all, we noticed that the vast bulk of your arguments concerned the importance of displacement to utility vehicles. This alerts to us that you may not have heard about the recent amendment to the Even Keel proposal, which includes no tax on utility vehicles; largely for the reasons you enumerated above. In a more prosperous Letara, we would argue a small utility tax might make some sense, but not in the country’s current state- not when these utility vehicles are so crucial to the reconstruction of Letaran infrastructure.
Secondly, we must address that the original tax figures we proposed were far too strict; the numbers were decided upon quickly due to their easiness to calculate- and because, it turns out, many of us forgot to take the import tax into account. But closer inspection of the figures made us realize that they had the potential to price many cars out of Letaran’s reach, and drive entire automakers out of the market- which is not what we wanted at all.
Those who buy larger, more expensive cars generally have less financial worries, and the point of light displacement-based taxes is to collect a little bit of money off of the those more fortunate, to help fund the government in rebuilding the economy- in coordinating aid from foreign entities such as yourself, in processing the import of vital goods, and in providing assistance to the hardest hit individuals and industries. And that is what the revised Even Keel proposal does; with taxes not exceeding 8% even at the highest extreme, the tax will never prohibit a buyer who needs more power or more size from getting it.
So we strongly urge your editors- and many other companies -to take another close look at the current state of the Even Keel Proposal, and really think about what parts of the proposal actually conflict with your views and needs; you may find, as we did, that most of the worries and fears you had aren’t actually present in the proposal’s current state. Perhaps, you may even find that you support it.
Thank you,
The Aero Company.
5-chōme-325 Komaki,
Aichi 485-0041, Japan
+81 568-XX-XXXX
(This letter was later published in the winter 1955 issue of Vaughn Revue)
@cake_ape, what’s the average income of a Letaraian of this time? In AMU of course.
Another question I have is if we use an inflation calculator to see the price of a vehicle of its era: Like if the car costs 11,000 units, could we see what it would be in 1960 for example?
The thing is that inflation is not accounted into the game and that vehicles have their price in relation to the modern day. So could we do this to see what the vehicle would have sold of that era?
For the second question, you definitely can do that. The in-game currency (AMU) is equal to the 2012 United States Dollar. So to account for inflation, convert the price from 2012 to whatever year your car is. Doing so won’t affect anything in the competition, but can be a lot of fun if your curious.
BENETSCH PUBLIC PRESS RELEASE: ON TAXATION AND THE FUTURE
Excellence Through Rigor
The Benetsch brand is new to Letara, having only established itself on its shores three years ago. We have been given a warm welcome, and are proud of having enabled Letarans to chase their dreams by providing durable and dynamic premium transportation. Our objective with the Peninsular region is to expand the brand’s appeal to a broader audience.
The Letaran market has become dear and important enough that no amount of regulation or taxation would make us cease offering our product line; we are happy to adjust to the needs and wants of the Letaran consumer. That being said, we are an engineering company first; and we have concrete evidence that adjusting our engine line-up to comply with Even Keel would detrimentally affect the performance and economy of our vehicles.
We do not produce large-displacement engines - such as our current 3.2 to 4.2 Liter V8 and our upcoming 2.3 to 3.1 Liter V6 - in order to flaunt wealth or provide excessive and reckless power, contrary to the claims of Even Keel proponents. We produce them because a robust, low-speed, single-camshaft engine is invariably a boon for smoothness, drivability and economy - and more displacement makes up the difference. Only the best for our consumers, be they Soresian, Letaran, Somundser, or American - and limiting displacement due to taxation would betray that promise.
The Even Keel proposal fails likewise to provide true relief to the economy, as taxation will discourage automobile purchase. Benetsch Auto Works has already made a far more sensible contribution: Starting in 1955, Benetsch vehicles sold on the Peninsula will undergo final assembly in Letara itself. The new plant we are constructing will contribute well-paying, full-time manufacturing jobs to Letara. Jobs have always been a better driver of progress than have taxes.
Finally, Benetsch condemns the reckless discourse that has taken place at the industry level, without regard for the voices of Letarans themselves. We are sorrowful at the suggestion that brands such as our own are robber barons and enemies of the people - and likewise, we cannot overstate our outrage at certain manufacturers’ talk of political violence against Even Keel supporters. Letara, a democracy, ill needs vitriol such as this.
- Thedor Wartha, Benetsch International Sales Lead
Vizzuri’s Proposal '54
–
–
With the success of two victories and few podiums at the Portunis Cannonball Run, moderate but declined sales into early 50’s for the Vizzuri Special, and total failure with the Vizzuri National AT01-G project, the brand had a lot to ponder when it came to their next years in Letara.
–
The Vizzuri Raceway Costa Lerance
–
With early success two years running in 1947 & 1948, the Scuderia Vizzuri continued racing, though not doing so well versus much newer machines. This inspired Dante Rizzo to plan a brand new racing circuit/testing facility between the capital city Lerance and the Lerance airport: Costa Lerance Circuit.
The new complex would have the peripheral track and short track, as well as a skid pan, kart track, testing facilities and a Vizzuri assembly plant too. It would be built entwined with the highway, involving a segment of it for the track. To avoid angry Letarans having to take a detour, the highway segment would be partially closed only on race day, plus having a single lane for traffic flow on the offside.
The design was sent to different brands also invested in Letara, and improvements made until the final blueprint was made:
The track would be built within these rough estimations:
Additionally here is the render of how it may look:
With the Potrunis Cannonball Run still likely ongoing, Rizzo had a new proposal for a 24hr racing series held at the circuit to boost desirability.
Costa Lerance 24hr Classes & Rules (Subject to change)
Classification:
Class 1 (C1): <=1300cc
Class 2 (C2): 1301cc-<=2000cc
Class 3 (C3): 2001cc-<=3000cc
Class 4 (C4): >3001cc
Though there was also an idea to scrap classes & go with road legal & prototypes which were unlimited class.
Rules:
- Breakdown is a DNF, minor breakdown if able to get to pit area can continue the race.
- No longer neccessary to be road-legal, however there is potential benefits (lore) of better outside sales of submitted car.
- The only viable aerodynamics of the era is a rear fin (Such as Jaguar D-Type, Tatra T87, Alfa Romeo BAT, Fiat Turbina, GM Firebird Concepts, etc) {This would be done by having one wing placed on the rear of the car in fashion of the fin, or done with 3D and a one invisible wing}
- Single seat is allowed, although two-seater has the lore & road legal benefits?
- Privateers or Brand teams are both welcome!
–
Caring for Letara, the Vizzuri way
–
As a brand known to the Letaran public for its sporty saloons and road-legal race cars as seen in the Potrunis Cannonball run, we strive to provide Letarans with prestigious premium cars which deliver a vigorous sporty driving experience.
However, additional taxation towards luxury cars, thirstier, often times larger engines, is a displeasing thought to us. We understand less of the public would be happy to pay these extra taxes which would ruin their dreams of a lovely, comfortable sports car. The taxation would be better done elsewhere but the consumer car market on a country in recession.
Make the sporty premium car dream real: Vote against extreme taxation!
At Vizzuri we believe that leaded fuel is the past: Ethanol (E70) is a renewable source and can be produced right here in Letara, providing a boost in jobs and economy. Not only is it a fuel of the future, but is much more beneficial to your health: Less toxic fumes are released by an engine running on Ethanol which would make for a much cleaner and renewable Letara.
We care about your safety at Vizzuri, as all our cars produced since our company was founded have a single driver’s wing-mirror, allowing the driver to be more observant in their driving. In hopes of even safer roads and highways in Letara we are proposing wing-mirrors on both sides of the car. This will double up the awareness of all drivers on the road.
We believe that you should be allowed to open the throttle on open stretches of public road away from pedestrians and busy towns: Speed limits should be lifted on highways and countryside for a much more exhilarating journey. To coincide with this regulation, we will urge a ban on cross-ply tyres: with their higher rate of degradation, rigid uncomfortable ride quality, worse fuel economy, and deadly high rolling resistance which can lead to increased risk of cracking, tearing, or blowouts. Radials are the tyre of the future!
–
We hope other car marques can aid Vizzuri’s efforts for a market free from high taxation, with a focus on a safer, healthier, renewable, and more sport-car spirited Letara!
–
–