honestly, that’s a nice car.
So to clarify, the car model and engine family must still be from 1959, even if the car/engine is based on an older model production car?
With the rule as written, yes everything should be 1959. However, if you have an older model/family you’re just shooting yourself in the foot, so I won’t exclude the car from racing. Younger means you’re out, of course.
3 Likes
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Following on from 1955, the successful Vizzuri campaigns to Letara's growth and development:
- No luxury tax
- 24hr racing at Vizzuri Raceway Costa Lerance {Known as Lerance Raceway, since Vizzuri was not the largest contributor to funding}
- Ethanol to be used in race cars & civilian cars
- No fuel economy tax
- Lobby for wing mirrors on both sides
- Lobby against speed limits in non-thru town/city areas & highways
- Lobby to move onto radials
Vizzuri decided to build a car assembly plant, (located on site at the raceway, if @cake_ape is ok with this) but are debating to level up to a full car factory.
The brand was doing fairly well in the home country of Italy, though the brutish performance and flashy styling actually catered to imports doing well in the USA, paired with the premium market dwindling out in Letara, the new Vizzuri lineup changed:
Firstly the development of a completely new car to replace the outdated Vizzuri Special came finally in 1958: Vizzuri Laonda Special.
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Vizzuri Laonda Special '58
Shown in Metallico Blu Scuro/Bianco two tone with Black cloth interior
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Replacing the first generation Special: Vizzuri begun production of the new Laonda Special in 1958 accompanied with two other variants, the Prestazione and Vantaggio.
The new Laonda Special is a vast improvement over the Special. Laonda means wave in Italian, with the intent to capture the luxury flair and comfort of American cars, the Laonda is more prestigious and luxurious, along with more expensive.
It features a stylish pillarless design, striking fins and shape, with a lavishing of chrome all over, displaying wealth and notability wherever you drive. The inside is now padded to the heavens with all around luxury seating and AM radio. It also includes the option of a manual 4-gear transmission or the new 3-gear automatic for much more comforting driving.
The exterior features many luxury accessories as standard: Daytime running lights integrated to the front bumper whilst twin-reverse lights on the rear bumper, white wall tyres, twin-antenna for boosted signal AM radio, hidden fuel cap on the rear below the boot lid for a flush appearance, and lighting for the licence plate front and rear.
The new Laonda Special is much more luxurious than ever, but has not lost the sportiness that a sports saloon should have. It is able to reach 60mph in 8.5s through the 3-gear automatic, and reach over 130mph.
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Vizzuri Laonda Prestazione '58
Shown in Metallico Rosso Cabaret/Bianco two tone with Black cloth interior
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The second trim offered in the Laonda line is the sleek pillarless 2-door coupe Prestazione (Performance). It is much more focused on sports than the luxury Special offering, with an increase to power rated at 262hp @ 5500rpm versus the Special and Vantaggio’s 258hp.
Fitted with a 4-gear manual and sports compound tyres, it is able to reach 60 in 7.7s, and speed all the way up to and over 140mph. Within testing on Letaras highways when in the no-limit segments, it was recorded to have achieved 152mph! All whilst being reliable with extra cooling from the bonnet scoops.
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Vizzuri Laonda Vantaggio '58
Shown in Arancione Del Tramonto/Bianco two tone with Black cloth interior
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The third trim offered in the Laonda line is the worker’s 2-door ute Vantaggio (Utility).
Derived from the same platform as all Laondas, the Vantaggio is a strange sports utility truck, having double wishbones in all four corners makes it handle just as well as the coupe and saloon, in fact due to the weight reduction due to lesser materials used inside, it is able to match the Prestazione’s 0-60 time of 7.7s amazingly.
The Vantaggio may compromise some luxuries inside, but is able to haul 1275kg in the tray, as well as tow 1069kg of weight behind. It is much better over rough terrain thanks to the lifted suspension, offroad skidtray and an automatic locking differential.
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Vizzuri National AT02-G '55
Shown in Verde Militare with partial Dark Beige cloth interior
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Following feedback from Letara’s government on the unsuccessful AT01-G, they sought to rectify their relations in a new attempt with the AT02-G, quite a change from the original, it took form as a light utility vehicle compared to the bulbous van. Much more comfortable interior and slightly perkier performance were key changes over the AT01.
Vizzuri National AT01-C & AT01-G began production in 1955, a completely new chassis and body developed. The wheelbase was increased to 2.56m, but overhangs cut as short as possible for offroading whilst maintaining the rugged bumpers for safety. Unlike the AT01, the AT02 only uses 4x4, as RWD was considered underwhelming in testing for the vehicle’s use.
A new 3.0L Inline 6 motor was used, making 87hp @ 3200rpm, and 162lb-ft @ 2000rpm. The AT02 could achieve 70mph this time around, though still rather underwhelming with a 29.4s to 60mph, this was due to extremely low spacing to aid offroading & utilitarian needs.
The AT02 comes fully equipped for offroading with 4x4, manual locking differentials, chunky offroad tyres, skidtray, high lift suspension with soft springs and dampers. It also comes with five frontal foglamps (as well as the ones beside the front window being hand-operable.), roof rack, mudflaps, a spare fuel canister, manual air conditioning from panels that open below the front window, a towing winch on the front, mounting points on the front and rear bumpers, rear tow hitch, and rear reverse/foglamp through toggle switch.
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Vizzuri Drago '59
Shown in Metallico Blu Scuro with Black cloth & Dark wood interior
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Following the success of the Vizzuri 4700, it’s successor became the Vizzuri Drago. With the Lerance Raceway to be built in 1959, Dante and Zeno began to prototype the new race car well before 1959.
The 4.7L V8 used in the 4700 was extensively modified using experimental new 32 valve DOHC heads, a first for the brand they named the engine the “Quattrovalvole.” It is also the first Vizzuri to utilise disk brakes ever, and use radial slick tyres for extreme handling advantages. The interesting tri-fin setup was implemented to aid high-speed stability in cornering, whilst looking like something of a shark or dragon.
Also new for the brand was the Drago being their first midship car. The advantages of more weight on the rear aided performance making the car able to hit 60mph in 5.8s, then zoom all the way up to and past 160mph!
Dante and Zeno planned to enter the new Vizzuri Drago as an R2 class entry. The Scuderia Vizzuri team used #8 once again, and as a throwback to their two victories in the Potrunis Cannonball Run, a special decal was featured on the rear side of the car.
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20 Likes
Letara 1955 - Govt 4x4 Contract
Introducing DWA - Dupuis-Wolfe-Armstrong, a subsidiary of Wolfe working on lower trim models and utility vehicles. After weeks of preparation, DWA is ready to answer the Letaran RFP.
With the DWA Woodsman 4x4, you will never be lost and at risk in the woods. The rear include a side bench and a emergency bed with space for supplies and general storage, with a side access which could be needed in some situations. The large side window allows a lot of light in, but is also protected with a cage. Taking cues from forestry equipment, the front also has a protective cage to make sure no trunk or branches ruins your day in the wood.
Two space and extra fuel, plus cargo space on top, allows to be prepared at all time. The rear is also high enough and has underside support to slide in a ladder or any long equipment, shovels or the like.
With a 186 V8 powering it, it includes a front winch and it able to tow more than itself.
Never be lost with the Woodsman.
Letara 1956 - Wolfe Cerberus 250 Executive Convertible
Wolfe introduces its first convertible on the Letaran market. This 4 seats classy ride is comfortable and posh enough to impress the neighbors, but does not come with a huge price tag.
Powered by a 250 I6, nicknamed half-twelve as it is exactly half of the large 500 V12 that will be released in a few years. It offers 166hp and a very smooth ride with its 2-speed automatic.
It is built on the new Wolfe C-Platform, a DW/Solid Axle ladder frame with a 3m wheelbase. Enjoy your ride in the city, the highway or the countryside with the top down!
Letara 1959 - Wolfe Chupacabra 500 LE
Now we are talking! Wolfe is releasing its largest engine on the market with the Chupacabra 500 Limited Edition.
This paragon of luxury is sure to please the richest patrons of Letara. The C-Platform has been transformed with a very innovative rounded clear-glass top, and a lot of small extras compared to the base Cerberus model.
This exclusive beast is powered by an ultra-smooth V12 offering 260hp, a brand new 3-speed automatic and a top of the line phonograph with AM/PM radio. It has also been tuned to use brand new ethanol fuel available in any of the premium gas stations in the city.
While it is the priciest Wolfe model yet, it is also the most exclusive one. Do not miss this unique opportunity to showcase to the world your refined tastes.
Letara 1959 - Wolfe Racing 460
This unique race car is the second attempt of Wolfe to enter the Letaran race circuit. With a brand new track that has been financed in large part by Wolfe, it is proving time for Wolfe.
Based on a modified C-Platform that has been cut off to a 2.7m wheelbase, but also has been chopped heavily in the front and back. With a kammback shape and weird profile, tests made by Wolfe has been proven efficient to attain very high speeds.
Nothing much is yet known about the Wolfe 460, neither specs or the category it plans entering, but it is clear that Wolfe is ready to take on the track!
Letara 1960 - Wolfe Cerberus V8 313 Sport
It is now time to burn some rubber yourself! If you have refined tastes, but want to feel like a beast on the road, look no further than the Cerberus V8 313.
Built on the same C-Platform, this Cerberus trim has it all - comfort and performance! With a brand new facelift for the Cerberus line, this monster includes 2 comfortable seats in front and 2 smaller ones in the rear.
Like the Chupacabra, it has 260hp but it is made for performance - the brand new Lupine V8 is made all aluminium, block and head, and is tuned for responsivement and excitement. You get the same power but at nearly half the price of the Chupacabra!
You still have a taste of luxury inside, but the sportier interior suits this car better. Show your friends than muscle can come in style.
Wolfe - be crowned a king.
15 Likes
Mrdja Cars Letara journey
Part 2: (Quirky) decisions
Meeting (with secretive employee)
In one of shops that was regarded as biggest and as such best choice for base until factory is built
-I want update on factory. How is it going so far, do we encounter any issues, is it ready to be full-blown factory on time?
-And i want Vizzuri Special…and yet, im unlikely to receive it.
-Well, considering it is from one of companies from here that isnt ours, im not entirely sure how it has any connection to our talk about factory.
-Its finest piece of Italian design.
Quint facepalmed as response.
-You have something against that fact, boss?
-Two things, in fact: it derails the conversation thats supposed to be about our factory and its not like used car ads dont exist.
-Used cars…right.
-ANYWAY, back to factory talk.
Factory talk had commenced, indeed, courtesy of young guy that happened to intern in hauling some important papers around.
-I shitted in one of toilets there. Nicest toilet i sat on in long time.
-Well not like you have proper toilet back home…
-True. And guess what: even has running water…and proper toilet paper.
-Have you, by some chance, visited some other parts of factory that arent a restroom.
-Yes, i have been in women’s restroom. My girlfriend and me had some fun…she was happy to report its super clean.
-…
-You know what, Quint, we could try that out sometimes…
-OMEGA!!!
Laughter had resulted. It was quite clear they are dating and it wasnt like they were particularly secret about it.
-Oh boy, boss, imagine fury of your GF when she hears this secretary is trying to hit on you.
-I have feeling she will find out about immideately…guys, can we for one time actually pretend to be professional or better yet BE professional?
-Well, toilets aside i do have visited other parts of factory…
-What, cafeteria is very nice place to eat and have fun with your GF?
-Well, yes, but…
Yup, more laughter
-…i was just about to say machines are standing still.
-Did your GF approved our assembly line?
-Dude, that is REALLY not in theme with our conversation.
-Yes, she did.
Laughter has resumed.
-Ok, now that our expert for fucking everywhere has spoken…(realising he chose wrong way to adress intern, resulting in laughter once again waiting for it to die down)…we should think about how to best utilise the factory.
-Well…by producing something?
-Yeah, but it seems we are already starting very strong in making babies
You know the reaction already
-Congrats, you are contagious.
-Thanks.
-Well, we made factory to produce vehicles. And so vehicles shall be produced.
I certainly would not want to foul down of that tax thingy this time around.
What are requirements for skipping the tax?
-Thats written on one of papers i brought here…lemme just check (sitting on the table, holding papers in lap)…hmm, taxes are indicated for unsafe cars and ones that use leaded fuel.
Wait…i was supposed to give them to someone else at table…“Quint Chitco” says the note.
(Stands up from table; trying to deduce who is Quint
Horror adorned his face upon realisation)
-Well atleast its related to theme of this meeting, not to toilets or GFs…
Hmmm…what do we want to put into spotlight this time around…i have an idea.
I always found cars that marry great performance and great practicality absolutely awesome idea. Trust me, these lovely machines would be perfect choice for car enthusiasts that can only park one car.
-Oh, so like Vizzuri Special…yaaaay
-Yes…just like your Vizzuri Special…
Intern was getting outside to go home after long work day, which wasnt made easier by…stuff said during one meeting that was today.
He went to his car and unlocked it, then pulled a huge rifle and relatively thick board with marked target.
Board being attached to part of roofrack, he went a solid distance from car, checked if parking area is clear of people, then put 5 shots in direction of target.
Some glass breaking could be heard.
-Aw man, seems i need stronger target.
Someone that took sweet time on approaching him was obviously very surprized by this ordeal
-Yeah…or maybe smaller rifle?
-Who is it…QUINT…what are you doing here?
-Havent recalled i allowed you to refer to me by my first name, but ya know, i heard some gunshots on my parking so i was naturally worried.
Havent thought you would make target practice out here.
-I was just testing this rifle.
-I dont need to fire it to determine it can cause lot of damage…as evidenced by your target completely punched through, broken window and holes on opposite side of car.
Tbf this is…very weird car. Im partially refering to its design and partially to its equipment.
-Understood. You see, while i was on my way from escaping ppl that killed my parents, i found certain small group of people.
Very soon after i joined them, we were involved in bar fight. For some reason thought it would be smart idea to stay at house of a guy that started it all bcos he didnt liked the beer. Iirc guy was called Raynold.
We got close to that family but needed to continue the journey.
I decided to buy their family car for 1000 bcos i knew its features would serve us well.
Said car is what you are seeing here
So we continued, then we met another family that would arise to help us, belonging to certain Pedro.
Pedro, his wife and their army of children (im wondering how they got so many) had allowed us to stay at their place.
Then…i met my GF and we are planning on full-blown family.
-Dont you seem tad bit too young for that big step?
-Oh well, cant judge you after the meeting…but keep this in mind: my parents were owners of firearms producer.
In fact, this (gestures at rifle) is one prototype designed by my father…
I do want to keep that company afloat and seeing that im its sole inheritor, its my duty to do everything in my power to make it happen.
Granted, im not yet fully prepared for this massive undertake, but not willing to take even minute longer when everything is put back in place.
Besides, we already adopted absolutely wonderful girl although, i should admit, in very much not wonderful circumstances.
Quint was taken aback by brutal situation this guy was in, atleast by his own wording.
He was speechless for fair bit of time
When it was all settled in his mind, guy was already gone.
Back in shop, he decided to search for his file in recent employees of company and he found it.
Jovan (Yo-vahn) was his name and tbh not much else was found, file was nearly empty.
Certainly interesting and car itself had sparked the interest, def not anything Quint can recall ever seeing.
He talked with Omega about it, in privacy of their own bed at home.
Omega seemed kinda interested
-Well, then it seems we cant go much further. Im sure there is nothing particularly special about the whole thing. Im still up for experimenting around like he suggested on meeting.
-Oh cmon, dont remind me of it.
-What, it was funny…
-Yeah, but that meeting wasnt supposed to be funny.
Sure sweetheart, we could try stuff in and out, but im still kinda divided upon that car.
There surely is something to it
-I suggest doing something lighter on the head.
-Like?
-Take a guess. You have one shot.
.
.
.
Well gentleman, ladies and humans that prefer none of those pronouns, we shall leave that specific patched up Jawoli house…until next part.
Lineup
Few things that are common to all cars:
-1955 cars, except for racing car which is from 1959
-Use unleaded fuel, except for racing car that uses 106 RON E70 ethanol.
Racing car is also only one not to be tuned for fuel of lower octane than rated: rest are using 91 RON but are tuned for 87 RON.
-All cars utilise all-steel construction, with galvanised chassis.
-Engine is always mounted at front and longitudinally, resting on top of double wishbone front suspension. Both block and heads are made out of iron.
-Gearbox is always 4 speed manual
Kolondra 3000
Basic consumer car of lineup; costing 26900.
For that money you get 3 liter inline6 making 142 hp delivering said power to the back through gearbox.
It has both roomy interior and big trunk, if that isnt ebnough there is practical roofrack on top of car
Car can handle 570 kg of people and cargo and offers not exactly stellar acceleration of 10.7 seconds to 100.
It goes 167 kmph at full speed.
Mass of vehicle itself is 1249 kg.
Both this and road-legal KimiQuattro utilise semi trailing arm on rear suspension.
Kolondra 3000 Government Edition
Government of Letara had sent proposal for making ranger vehicle and this car of misleading name would represent our efforts to (hopefully) meet them.
Name is misleading bcos even tho this also has inline6 engine, it develops 150hp from 4656cc. This decision was made in order to get more torque out of it.
Unlike any other car presented here, this one has solid axle with coil springs in order to make it more capable off beaten path; also helps it handle huge 2000 kg payload.
Also features 4X4 and manual locking differential.
Performance back on road can be described as acceptable, seeing that 1.4 tonnes of car are propelled to 100 in 10.6 seconds and due to gearing it can go to 140 kmph; this should be enough for it to not be obstacle on paved road either.
Price is estimated at 22100.
This also has additional equipment: two spare tires, winches front and rear (young guy that we hired to scout little bit on that regard misremembered and thought some competitor had such arrangement)
There are additional lights front and rear (this time no misremembering happened), rock sliders, megaphone to announce…whatever is necessary at that moment and you might notice two snorkels.
Designer liked symmetry and one to object was chased down using one of those, so they stayed.
There is toolbox as well. They are always useful.
Daniloski KimiQuattro Racing Edition
Doesnt look very racing to me…true, but this is our racing entry.
Belongs to category 2, courtesy of its 6208cc V8 engine.
Said engine develops tad bit more than 380hp
248 kmph and 5.82s to 100 are all you need to hear to realise its pretty capable for a wagon, despite having 1533kg to haul around.
For maximum performance on track, car utilises double wishbone suspension on both ends of car
We do imagine this wouldnt be bad platform for some interesting stuff, like some fast ambulance or…some vehicle that might dictate monotonous pace for all racers if something happened on track that makes race cars going full speed dangerous.
Daniloski KimiQuattro Road Edition
You wish you can drive something like that race car?
In many other cases, its reduced to wishes and dreams…but not here.
Granted, it has inferior semi trailing axle in back, inferior tires and runs on normal fuel, but it does deliver nicer interior than racing car and can be actually bought.
228 kmph and 7.26 s are figures to watch out in here, result of 346.6 hp variant of engine we mentioned for racing car.
1589 kg makes it touch heavier than racing car as well
Payload here is still very usable 548 kg.
Hopefully, blend of outright speed, power and practicality would make pricetag of 41400 easier to swallow.
7 Likes
An overview of Ospiana and SUMA
SUMA is a publicly-operated manufacturer located in the city of Tuscana in Ospiana, a highly mountainous country with a similar but slightly more alpine climate to Letara, on a nebulous “other continent” known as Eucura. Ospians have a reputation among developed regions as an entire race of used car salesmen, but this besides, as of 1960. they’re currently in a very similar state to Letara now, being 10 years on the upturn from a devastating 20+ year age of war and occupation. Crippling national debt has given rise to a tendency to cling to cheaper, simpler, archaic technologies at all costs, and a preference for “off-the-shelf” problem-solving.
Much like the current border tensions and disaster recovery ongoing in Letara, Ospiana is continuously cleaning up old areas of rubble and war material, and holds similar weight on the international stage; that being mostly of the weight of a nearby larger ally. Internal forces have leveraged the current situation to lobby Congress to open a trade window into the country, namely by exporting recycled products as a two-pronged benefit, both generating debt-relieving income and ridding the country of poor quality materials.
Enter SUMA, the administration’s pet project and official recycling program, using steel made from wartime refuse to manufacture cars. The proposal to export to Letara and abroad was accepted under the condition that the Valori remain a domestic people’s car and something new be developed for their world premiere, unveiled in 1960 as the M311, marketed primarily under the Selecta name, with some others available in various markets as “packages” rather than distinct trims, each known by its own name.
There’s also a lore wiki page for anyone who’s interested.
A Daring Proposal: Congress Considers Exports
By the time Letara began accepting foreign imports, Ospiana had only just begun their recovery, spearheaded by the success of the SUMA program and various sibling initiatives launched in an aggressive reconstruction strategy. The only car being made was the Valori, and it quickly became a symbol of the country’s new growth, being dirt cheap both to build and buy, and they were ubiquitous in the post-war years everywhere from crumbling or re-paved city streets to mildly-shelled rural pathways, towing rubble, workers, and the dry, bland beginnings of the new generation of post-war crops.
Ospian Congress was very happy with the progress of the initiative despite opposition from a sizeable portion of the population, but many representatives sought to use it to their own ends. Although SUMA was funded by and subject to the whims of the government - forced to drop what they were doing every time they needed new trucks or tools for something - they were otherwise free to operate as an independent manufacturer would, and numerous Congressmen sought control over this entity by installing their own directors. The current head of SUMA, Amador Amador, knew how he would cement his position.
It took years of hearings and deliberation. Numerous sessions were consumed entirely with one idea: allow SUMA to sell cars abroad, not just domestically. Being the poster child of Ospian recuperation, and their Valori a symbol of the people, the idea was highly controversial, and it wasn’t until nearly the end of the decade that the motion was finally passed with fistfuls of caveats stapled to its sides. SUMA would be allowed to export any model they devise other than the Valori, it must be available domestically, and the new car must be ready to go by the end of 1960.
Amador had seen this coming, and engineers at SUMA had been quietly working under his direction the entire time, carefully disassembling cars from across Eucura to learn their construction, techniques, and improvements, and combine them into something that would prove Ospiana was on the up-and-up.
Unveiled at the last second, the Selecta was born.
We’re proud to announce the arrival of our all-new M311 platform and flagship package, the Selecta.
Towards the end of the 50s, microcars were becoming less practical and dropping in popularity, and the Valori series was a desparation measure built from long outdated parts. The shifting needs of the market led to extensive design work being undertaken on a newer model in a more stable segment. The M311, first launched in late 1960, came off the line as a small family sedan, vastly more modern and versatile than its predecessor. Though still simple, it included all of the same new padding, entertainment, and quality of life features as the later Valori models. It also utilized a novel hybrid construction where the passenger cabin was a monocoque design, while small subframes were mounted to the front and rear and fitted with traditional body panels, resulting in an excellent compromise between cost and efficacy.
The Selecta featured a wider range of options; most prominent of course was a brand-new straight four engine with a modern overhead camshaft that was considerably easier to manufacture. It was also available with a new 8V battery that improved the dependability of the electrical systems, allowing more options to be running simultaneously, and for the first time, the fuel gauge and tachometer could both be selected. It sported a fuel system cut-off and wiper fluid hand-pump in the cabin, and for its price, the new motorized wipers was a nice feature to have.
Unfortunately, it still wasn’t the perfect car. It was still cheap, largely consisting of recycled steel and lacking new steering and control technologies which made it harder to handle than its competitors. It was still relatively rudimentary, far from winning any awards on comfort during long trips. General accessibility was substandard, with poor placement of many switches to save on wiring harnesses, continued use of the 6V system, and only two central fresh air vents. It even retained the gravity-fed fuel tank in the engine bay, and although it was increased to an impressive ~10 gallons, it was archaic technology. The four-cylinder had heat issues under high load, not least because of the design trying to emphasize fuel economy and low cost, and there were few options for remedying the issue. Regardless, it was SUMA’s most successful venture yet, and it would go on to remain the most popular car in Ospiana for years. Taxis, patrol cars, fleet vehicles, and most anything on the road were all derived from the Selecta.
(Curiously, all shipments of the Selecta arrive with a separate shipment of individual body panels and exterior pieces, and all of the manuals directly reference off-the-shelf parts at hardware stores for various replacements. SUMA has declined to comment or elaborate on this strange practice.)
The Sheriff version of the M311 is not actually available in Ospiana, and is only found in certain export markets. Though not an exact copy, it uses many of the same upgrades to the platform used by SUMA to build a patrol car for Authoritie forces operating in rural Verdatenland, including 25 inch all-terrain tires, heavy duty rear brakes, a protective plate mounted to the front subframe under the engine bay, and a suspension lift to give clearance in softer or rockier ground. One of the key new features is the engine, a version of the ASE stroked out to 1.4L and fitted with a new 2-barrel carburetor and revised intake manifold, tuned and mated to a new 4-speed transmission. It’s surprisingly capable despite still being RWD, partly thanks to the original Selecta already coming equipped with a solid axle and locking differential. Towing capacity has more than doubled, and a small trailer is also available.
Unfortunately, it was otherwise a standard Selecta sitting on top of a fancier platform, and it lacked other common offroad amenities such as extended bumper coverage or exterior storage space. The lights and electrical wiring proved fairly fragile, and although a mount was present, it didn’t actually come with a ball hitch; they had to be ordered separately from another company.
A cabriolet modification of the Selecta was aimed at the audience of younger adults and couples getting their first car and looking for something more stylish than a city compact but not as huge and family-oriented as a land barge. The name Sintapa was deliberately tongue-in-cheek.
Since the passenger cabin itself was technically on monocoque design, this made the Selecta better suited to going topless than contemporary ladder frames, but still required enough reinforcement and subsequent extra weight to strain the already struggling drivetrain. This was never solved domestically, and the option was in fact discontinued only a year after release; in exports, however, it was fitted with the same upgraded drivetrain and brakes as its cousin the Sheriff. It was also fittingly quite simple, with the top being essentially a blanket that detached and folded up into a compartment behind the rear seats (which also didn’t lock, leading to some hassle). The top itself was also cheap, being the same material as the seats with a spray-on anti-weather coating that wore off and punctured easily. Unique to this version was a set of progressive springs that gave the heavier body a softer ride more in line with the original.
10 Likes
Confidential Government material, do not click or they will send a Kessel after you
Ranger 4x4 submission - Swanson AUV-25 B4G
Yes this is superficially the same vehicle we offered 9 years ago. It’s still a Decent car, in fact now even more Decent. A well-proven, rugged and reliable platform. Sure, it’s not any more comfortable, but you don’t pay your employees to joyride.Four wheel drive with lockable differentials, protective plating, rock bars and more ground clearance for passable offroad capability. Narrow footprint makes it agile around obstacles, and boxer engine ensures a low center of gravity for its height.
A more sensible 70 hp four-cylinder engine ensures still credible performance and fuel economy, despite the added weight. Prototype includes side cargo racks for strapping on excess cargo, and a roof hatch for ventilation and sentry work. While it comes with long-life tires, we can supply other types if required. $12.600 - same price, more utility.
Mystery car exposed! {Letaran Times, April 13th, 1959}
The swoopy, low slung car observed speeding around the Lerance countryside the past few weeks, has caused a bit of a stir. Several readers have called for us to investigate. After tireless reconnaisance, the car was traced to the Swanson facility. When we reached out, an uncharacteristically tight-lipped supervisor had “no comment” to most of our questions, but could confirm: This is indeed a Swanson “protoype” aimed at the inaugural race at Letara Raceway.
Racing question: It’s only 1 car each this round, not 3 like in the first round, right?
11 Likes
OK, that cut-away diagram of your government entry is a seriously cool touch!
1 Like
Wow that cut away pic is cool!
1 Like
Greetings Comrades
We updated our inventory:
The Bukhanka received an update and is now available in a Offroad version, giving our best everyday workhorse new raised suspension and a wider stance. Also avaiable at our dealer is the new double cabine variant.
The Rushba now comes as a sporty coupe! No need for any flashy expensive stuff. This is cheap, fun and if you crash it you can take the parts of the old Rushba.
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The Rhania Motor Company would like to introduce you its new race car:
Introducing the 1959 Rhania Hunter Type-C(Competition)!
This SUV is capable of 400 horsepower with its 7 liter V8! So in respect this would be in the R2 class.
Lore on this on my Rhania post.
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TURBOL Corporation Presents:
The 1955 Stellar
Following the success of the Stellar lineup in Letara, TURBOL determined that a dedicated manufacturing facility in Letara for Letara-specific models would be a prudent move. The unique conditions and tastes of Letara and its consumers were deemed ripe for more experimental models than were offered in other markets.
The Sensible One
Stellar Saloon is back and bigger than ever; the sensible choice. Your needs grow and Stellar grows with you. Stellar Saloon seats 5 in effortless comfort, miserly economy, and an affordable upfront price.
Specialty Cars for Specialty Markets
You may not like it, but this is what peak performance looks like. For Letarans with needs that can’t be met by the Saloon, Stellar offers the Personal Bus (left) and Trekker. Personal Bus provides comfortable seating for 7 in an innovative, spacious, and affordable package. Trekker takes the strengths of the Saloon and lifts them, literally, to new heights, with special equipment designed for when the pavement ends.
TURBOL Corporation Presents:
Bolland GPCTC
A time tested military vehicle esigned to combine the uses of a jeep and a tractor, the Bolland GPCTC (General Purpose Covered Tractor Car) has served various armed forces around the world and has been just refreshed for 1955. 1955 brought a new, more powerful engine, a 2.5 liter I4, allowing the GPCTC to travel at higher speeds than before; fast enough for any roads in Letara.
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is anyone even going to read this? I guess I'll just put a spaceship here (_)(_)=====D~~
^ The div above this is the first background, and the primary border. The background doesn’t move due to the “background-attachment: fixed” tag. The background loops vertically if your image is short or your device is tall enough, so this allows for patterns (see: portalkat’s AGC20)
Feel free to change the image to whatever suits your fancy.
^ The div above this is the second background, and secondary border. it also defines the text color and font family.
Planar History Files: A rear assault?
P&A since Round 1
Since their arrival into Letara, P&A hadn’t done much, content with their biggest success being in their support of the new racetrack at Lerance, and a tightening of Letara’s safety rules. However, they weren’t standing still in their home country of Australia, and they certainly wouldn’t stand still in Letara, even if they had a reputation to uphold.
In terms of the company itself, it was doing surprisingly well. Even with markets like Letara not exactly being a big cash cow yet, they were performing well enough at home that not only were there multiple partnerships being made for engine development, but in 1959 they even bought their longtime chassis supplier, the (at the time) ailing Halvson, to finally start developing their own chassis.
1955 P&A Paceman
Lore and pictures
In Australia, the 1955 Paceman was envisaged as a VW killer, complete with the assumption that being rear-engined was the reason people were flocking to the Beetle. In Letara, however, P&A was playing at being a more premium brand, so they instead only brought over the high-end models, and marketed it as “The Benetsch that isn’t a Benetsch”.
At the back of the car was its heart, the Rotomax RX40 engine, developed specifically for the Paceman. A 2 litre SOHC flat four, it was the most advanced engine Rotomax had ever made, and made 58kW (77hp), which was more than enough for the Paceman and its conservative top speeds. While there was going to be a more powerful six cylinder, it ruined the Paceman’s handling so was dropped for this car, so it and the RX series would end up living on for quite a while.
The interior was both spartan and lush, with the higher end models even featuring a luxury interior and a 2 speed automatic! P&A’s engineers really didn’t want to squander any comfort, so it had the relatively unique feature of having two different air blower systems. One up front, running air through a radiator to cool it a bit and essentially working as basic aircon, and a heater core up back with the engine. The engineers even went out of their way to ensure that every car had some form of a boot, even if it wasn’t massive in the sedans.
The car wasn’t exactly cheap though, which could’ve been a massive mistake in Letara at the time. With the “base” model (really the entry level premium model in the rest of the world) starting at a whopping $21,750 AMU after tax, and the top of the line and wagon models seen here going for around $26,000 AMU!
1959 P&A Raceman PR3
Lore and pictures
The P&A Raceman was custom built for Letara’s R1 category, despite its name (which was the result of two previous P&A PRototypes being built before it as an attempt to fit different engines into them). The car had a steel monocoque chassis and fibre glass panels, both firsts for the company and reasons that it had such a tough development.
The finished car had highly developed aerodynamics for the time, squeezing as much from the series’ allowable budget as possible. The two fins on its back are one of its defining features, with the engineers supposedly adding them to the design after seeing the Jaguar D-type, but keeping them after their wind tunnel testing showed that it performed better with them (OOC: they’re functionally useless don’t worry, this is just fluff because I managed to fit +8 aerodynamics into this lmao).
The other defining feature was the massive Perspex intake scoop, made so that the engine can suck in as much air as possible without significantly obstructing the driver’s view. The engine was something special, too. A prototype of the flat 6 P&A and Lyons were jointly developing, the 2.5L DOHC monster was a far cry from the engine that would eventually see release in the mid 60’s. The 156 kW in a tiny 870kg car were more than enough for it to tear around Lerance Raceway in a respectable time, but the worry was that the reliability wouldn’t keep up with it.
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For the racing series, I notice tire compounds aren’t specified anywhere, so I’d like to check;
semi-slick tires are allowed/expected in the R1 and R2 classes, correct?
Knightwick goes racing
The 1959 Knightiwck K40 roadster Letara racing series
Introduced in 1958 the K40 was a purpose-built lightweight sports car using a modern unibody platform but also sharing components with other Knightwick models to lower the list price and make parts available for repair and service.
The racing variant used a prototype twin cam headed version of the 1491cc engine allowing the engine better breathing and over 100bhp in full race trim.
The body and interior are much the same as the road car as it was already very lightweight and stripped out.
Consumer cars.
The first is a 1955 facelift to the Dragonfly sedan. The exterior receives high mounted headlights and new chrome trimmed grille with front indicators to replace the series 1 semaphores. Mechanically the engine has been upgraded to 1094cc now with 43bhp and more useable torque, the engine also now runs on regular fuel with only a tiny penalty to economy.
The second model is the 1956 Harris 1500 bringing the Dragonfly upmarket in the segment. The engine is the larger 1491cc Knightwick “B” engine as used in the K40 roadster. In this car it produces 59bhp making the car much more at home on the highways of Letara.
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The Aero Zipp
WE’RE GOING EVEN SMALLER!
About Aero in 1955
Overall, performance in Letara was considered average by Aero in the first few years. Sales in Letara were similar to most other non-Japan markets, with little to report; other, that is, than the results of the Portunis Cannonball run, in which Aero is pleased to boast a perfect reliability record! (Aero considers the crash at the end of the 1954 run to be a case of human error, and not a failure of the car itself)
It became clear pretty quickly to Aero throughout the late 40’s and early 50’s that there wasn’t much of a market for kei trucks and wagons outside of Japan; unless a market had a specific push towards smallness (which most didn’t), microtrucks simply didn’t provide any cost advantage. so while Aero continued to make Kei trucks and wagons for Japan, it began pulling these models from other markets into the 50’s. It kept its coupes in most places, however, as they usually did seem to attract at least a niche market.
As for lobbying, that was a mixed bag. Aero was happy that it was able to save the Center headlight along with Alira’s help, and that Letara was able to at least make some progress towards the phasing out of leaded fuels. They were also happy to see an emphasis on safety being fronted- but were appalled at the nonsensical way the new safety regulations were implemented. Aero found that the safety regulations were far too demanding given the technology of the day, and also found that they seemed to do a very poor job of actually making cars safer- though that is a discussion for another time.
About the Zipp
The Zipp is the next iteration of Aero’s formula. It’s small and cute, fun to drive while still being cheap and efficient; and most importantly of all, it still boasts semaphores! Now made in Letara, this compact, cute city-coupe is exported all over the world- primarily to Japan. And in a country as hard hit as Letara, Aero figures a car that’s cheap to run and loads of fun may be exactly what Letaran citygoers need!
Aero has ditched the “oversized” and “inefficient” 786cc engines from the Move, and has filled their lineup with 2 brand new, torquey engines; a 360cc engine for Japan’s kei regulations, and a bored-out 640cc engine designed for more upscale consumers. The former engine puts out 8hp (very little, yes, but not abnormal for microcars of this era), whereas the latter puts out almost double. In the Zipp, these engines also found their way to the rear of the car, to improve its handling and make the interior more spacious.
Also, around this time Aero began putting much greater emphasis on the car’s status as city vehicles; Advertising for the cars exclusively showed them in tight city environments (except, of course, the race version), and dealers were required to encourage potential buyers not to take the vehicles onto closed-access highways or roads with high speed limits.
This is the base model, available only in 1 tone color, and with the 360cc kei engine. It is intended to be one of the cheapest possible cars to own, thanks largely to an impressive 4.7 l/100km fuel economy. It also requires less than $500 in service costs.
This is the premium model, available in 1 or 2 tone color schemes, and with the bored-out 640cc engine. It is slightly more expensive than the base model in every way, but comes with more power and features, making it hopefully more fun to drive.
This is the convertible model, available in multiple paint/roof color combinations. The convertible version of the Zipp began production in Aero’s Letara factory in 1956, and was available for all trims worldwide, however due to Letara’s safety regulations, the convertibles could not actually be sold domestically.
Eventually in 1959, Aero was able to find enough loopholes in the broken law to get it through, but only by inflating the car’s cost drastically. So in Letara alone, Aero decided to present the car as a low-volume, limited edition version of the Zipp; available only with the larger engine, and with the most prestigious options Aero offered, including a radio and whitewall tires.
And here we have the R1 racing version, painted the same black/yellow as its predecessor. This Zipp goes all out in performance, with a custom 1.6L engine making 62hp (double its predecessor), and the highest quality available radial tires, while maintaining the focus on reliability from the cannonball run. This car is significantly below the required cost, but that’s because Aero literally couldn’t find anything else to spend money on; after all, the Zipp is a very cheap car.
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Thought at Aero… Of a brand from Island, founded by Quwertziopü Asdfghjkl. 
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