[LHC] - Letara History Challenge - Rd 5 [Results being posted]

[ChemaTheMexican]

Garland Automotive Group

1968 Garland (and Lombard) Line-up

The Crown Jewel
1968 Lombard Tenerife

Ah the Tenerife, the top of the line, the crown jewel of the Garland hierarchy. Are you some rich business owner that likes to show off that you have money? Then the Tenerife is for you, packing a 7L V8 under the hood, it surely does pack a punch, however the engine is tuned for smoothness, not power.

The Rebel
1968 Garland Valiente Prancer SR

As the surname suggests, the Prancer Valiente is a rebellious car for rebellious people, nearly 400 horses under your feet, and you’ll feel the alright, its got the same engine as the Tenerife, though this time its tuned for performance. safety? comfort? those were optional either way.

The Tame
1968 Garland Valiente

Do you need a comfortable enough car for a reasonable enough price for reasonable enough people? Then the Valiente is for you, a smooth six cylinder delivers just enough to get this thing going, is it fast? not particularly no, is it fun? no, not really… (ignore the wheel angle being all funky).

racing

The Little Prick
1968 Garland Determinator SR

For '68 Garland brought their litlle pony car to the frey, a small block V8 powers this beast, but dont let its small size fool you, this one really packs a punch.

lore

After the market success that was the now old reliable L-series platform, Garland of Letara moved forward, primarily in management; Alex Sounderois, the former president and CEO of GoL, resigned after nearly 20 years as the chairman. He got replaced by a cunning young gun that had a passion for racing and all things petrol, Robert Davis.

Davis would reshape GoL into a more youthful company, while still retaining what gave Garland soul, its connection to the fields and agricultural workers that gave Garland a chance. He introduced the newly designed Valiente into the streets of Lerance and Letara as a whole, one would think bringing a big, boaty american full-sized would fail, like it did back in 1952 with the Aero line, but Davis hoped otherwise.

Davis also reincorporated Collins Racing into Garland, giving them a new moniker… SR Performance Team.

Garland of America is hoping this change in management for GoL goes smoothly, and maybe even succeed, but whose to say, this venture into Letara has certainly been a rollercoaster of events.

As for the future? Garland has began introducing newer technologies into their cars, including things like Fuel Injection, and seatbelts.

[Happyhungryhippo]

Totally not JOC2 recycling

I am looking foward to compete against these cars, your engineering is always sound and the visuals stand out from the mass.

[IDK158]

after a few years of experimentation, 1969 saw the reveal of Vausse’s riskiest car yet. The Sportility. A combination of Sports and Utility, the objective was to create the perfect all rounder. A car that could be used as a farmers workhorse, and his sons racecar at the same time. A car that could do everything you dreamt of. Due to wanting to brand this as the brands new Flagship, Vausse decided to sell it in Letara, where they had previously sold the Rainier sibling cars which ended up being a case of the only people buying it not knowing about Wolfram Wyvern.

with this car, Vausse were either ready to conquer the market, or fall short of it

[Ch_Flash]

[04mmar]

Nerruci Motors Corporation Goes To Letara

Lore

Founded by Maximilian Gunther and Davide Nerucci in 1949, in Meranio, Fruinia. The Low funded team quickly found speed in domestic competition in Fruinia and are one of the top teams in Fruinia’s racing scene. In 1953, Maximilian Gunther alongside Davide Nerucci established a car company, Nerucci Motors Corporation from the MGRT’s Engineering department to fund MGRT in the racing scene. In 1961 there was a big buzz in Fruinia about a a race in a neighboring country of Letara. The race features 3 different classes of road legal cars turned race cars going against eachother. In 1962, Maximilian Gunther went to Letara to witness the race that made Fruinia, a country that loves their racing culture, exploded. Max witness one of the most exciting racing he has ever seen yet. With leads changing from corner to corner, heartbreak for some drivers, it was amazing. Back at home, Davide and the engineering team at MGRT are working on a new car when suddenly the office telephone rang, it was Maximilian. He had told Davide about the Letara race and had also made Davide excited. They began developing a car for the 1963 race but the car wasn’t able to be finished in time of the race. The two friends still went on to see the race that year. After the race has ended, the two went to see the race organisers to ask for regulations for next year’s race, and the two began developing the car for the 1964 race at Letara. They decided to join the race as Nerucci Squadra Corse in 1964 as to boost the popularity of Nerucci Motors Corporation in the event of them opening a dealer in Letara.

1964 Honduro Performante

Nerruci Squadra Corse would like to announce it’s official participation in Letara Race at Lerance Raceway. Powered by a 6L V12 engine that produces over 500hp, Nerruci Squadra Corse hopes that their driver Fabrizio Lorenzo could grab the top step or at the very least, finish the race.

Gallery

[lotto77]

is anyone even going to read this? I guess I'll just put a spaceship here (_)(_)=====D~~

Planar History Files: Planar arrives in Letara.

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P&A since Round 2

Since launching the Paceman, P&A had been sitting pretty in Letara. Decent sales, even for the premium market, for the few years where the Paceman was the most compelling option available led to P&A having much more of a customer base in the Letaran market than they expected. Possibly the only stain on this period of their existence in Letara was the extremely poor performance in the race series at Lerance Raceway.

The engine deals with Rotomax and Lyons were going along well, P&A’s subsidiaries were going well, everything was looking up for the company! Not that it would last long, with internal issues well on the way.

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The 1964 cars, the P&A Sportsman Mk.III Flat 6 & Sportsman Mk.III Flat 6 Race Spec

Mk.III lore

Now seen as the most important car in the company’s history, at the time of its release the Mk.III Sportsman was mostly seen internally as a desperate attempt to beat its contemporaries at their own game.

With features mostly included to match the XJ, it was a comfortable, sporty sedan, with “The smoothest 6 cylinder in the world” powering it. Said 6 cylinder was an impressive engine too, developed in partnership with aircraft engine manufacturer Lyons, the O-260 was a smooth, quiet flat 6 that still made 125kW, a pretty sizeable figure for the time.

In Letara, the car was available only with a 3 speed auto, which was marketed as “The next step in comfort”, and there was as much effort as possible put into distancing it from the boring old P&A’s of the time. Letara would also prove to be an issue, however, as the engine was tuned to run on 98RON leaded fuel, and the Letaran government had announced plans to ban leaded fuel before the car launched. While it was eventually made to work on 95 unleaded, Lyons had caused much strife over the de-tuning, which in turn irreparably damaged the alliance between the two companies

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Race Spec lore

The Race Spec Mk.III Sportsman was an interesting story. Originally developed for racing in Araga, bureaucratic issues meant it went unused, and thus was a perfect candidate for the Letaran race team, which was strapped for cash and short on time after their disastrous '59-'63 run. Although it wasn’t perfectly suited for the R2 category it was entering, the team calculated that the tank was more than big enough to last a race, and the modified O-260 was more than reliable enough to (hopefully) last a race.

The car itself was largely modified from stock, with an uprated O-260 making 136kW, removed rear seats among other weight savings, and numerous suspension and aerodynamic upgrades. The Letaran team then essentially swapped parts out to make it a full Letaran spec car, to comply with the R2 touring rules.

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The 1967 cars, the Planar Danazines

Clockwise from left, the Planar Danazine F6H, F6S, and F6L limousine

P&A rebrands! (company lore)

At the 1965 Sydney motor show, P&A’s CEO made a shock announcement. The rumours about P&A and Lyons splitting up were true, and not only that, but the company would be imminently rebranding to Planar!

Naturally this came as a shock to quite a few people, but the company promised that its existing cars and engines would still be supported, and that updates to their cars to bring them in line with the new branding were coming very soon. Sure enough, at the next year’s show, the company showed off its “first” car, the Danazine! Production issues would see it delayed to 1967, but the familiar shape and assurances of being basically a Mk.IV Sportsman would calm people’s fears.

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Danazine lore

The Danazine was released with much fanfare from Planar, as it was supposedly a show of the new company direction. What it largely was, however, was a Mk.III Sportsman with a new engine and minor styling updates (even chassis codes carried over, the Mk.III was SM30 and the Danazine was SM31). The main changes looks-wise were standard two-tone across the range, a flattened bonnet with “lidded” headlights, mirrors placed in a somewhat more normal position above the wheel arch, and an extra cooling vent under the grille for the new engine.

The engine was a real marvel, developed with Rotomax from the ashes of the O-260 project, the PLRFX-260 was essentially the same motor, slightly downsized and now with DOHC, which on the comfort oriented H model made 126kW through a 3 speed auto, and on the sportier S model made 133kW through a new 5 speed manual.

How well the new Danazine would do was anyone’s guess, but the company itself was banking hard on it getting their new name out there and known.

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Government limo lore

The Letaran government was searching for a diplomatic limousine at the start of the 70’s and Planar had the answer. The long wheelbase Danazine F6L was never sold officially in Letara, but was on offer for any government that wanted it in a “Diplomatic Package”.

All that really entailed was an F6L with flag holders on the front and whatever other modifications the government wanted, but Planar still made a car to send to Letara to participate in the contract.

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OOC: Apologies for the sparse and kinda not great pictures, my laptop can’t really handle Automation very well. I’ll be home for the next round so you can enjoy more photos of dubious quality then!!

[cake_ape]

48 hour deadline reminder!

Entries due 9:59 AM EST Jan 14.

Also reminder for returning people to please use our existing DM thread to submit your entries. It keeps my inbox neat and tidy.

[Ch_Flash]

MARTINET CASTOR III

Martinet Automobil is proud to present to the Letaran market, the new Martinet Castor III

Our Castor III is a all new car made for the new decade. With the innovative ans practical hatchback body and the new transversed mounted engine
and front wheel drive, the Castor II is an easy and economical companion on the Letaran roads.

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Gallery

[Happyhungryhippo]

Letara Raceway, 1964

The words were like a thunder:
“FREEEEEHSEEEEEEEEE!”
Mr. Friedrich Huppenbauer, the Hetvesian president stood there with a red face.
“YOU SPENT… WHAT??? ON YOUR LITTLE RACING ADVENTURE? You did not answer me - twice! So I am here now. And I am angry!”
A man in his 40s, wearing a PRIMUS racing suit, stood up from his chair.
“Propably a lot, and it was well worth it.”
“Signore Banaschi… what a pleasure to see you here, but…”
“Yes, Friedrich, the reason why we spent three times the budget is that we actually do enter R1 as well… with a car that is fast enough to awake the interest of the legendary Bruno Banaschi.”

Friedrich Huppenbauer almost lost his monocle when he heard that it was no bluff by Ludger Frehse.
“I thought you drive for Swanson, Signore Banaschi. How…”
“Yes, and Swanson is a good and valued brand. But when I got a call from Mr. Frehse, that he offers me a competetive car for R1, my descision was made. This car is not beautiful, however.”
A little annoyed, Frehse took over: “We had so little time to do this… we spent like 90 percent on engineering and 10 on the design, and for that, it’s not bad!”

“Well, Ludger, you surprise me this time. How dare you to spend so many money, surely with a good cause, but without asking me? I thought I am like a father to you!”
“Yes, like a strict father with a huge WWII trauma. I am 33 now, Friedrich, it’s time to go my own way. If I fail, I resign, if I win, you WILL take me serious, finally. Letara is MY chance and MY project and I will take it no matter what. Bruno, give Mr. Huppenbauer a demonstration, please!”

[Edsel]

The Aero Free

WE HAVE REACHED

P E A K

S M A L L N E S S

About Aero in 1964

By the start of the 60's, Aero found the demand for their microcars had all but dried up in most countries. While the kei cars remained popular in Japan- largely because of their support in tax law -most other countries simply no longer cared for the microcar, even those that were hard hit. So Aero found itself gradually pulling out of most international markets.

But they didn’t pull out of Letara, even though that country had consistently been among the least receptive to their little lineup. Why? Because they had a factory there! In spite poor sales in the country, the economic benefits of the factory still made it feasible to make cars there, even if most would end up shipped right back to Japan. And since some cars were being made in Letara anyway, it cost Aero relatively little to just leave a few here for domestic sale. Plus, their new entry-level cyclecar now had some pretty strong advantages in cost and reliability, which they hoped may finally win over some of the country’s buyers.

---

Spending and lobbying, meanwhile, had gone well this round. Aero had been interested in Letara’s Aluminum industry, as they’d been hoping to bring down the cost of the metal by expanding its infrastructure; Their efforts had made long term progress in this regard, though at present the metal still wasn’t cheap enough for widespread use in their budget cars.

Aero was also quite happy with the improvement in the safety law. The new law did still use the illogical crash-safety system that Aero disapproved of, but at least the required figures were more reasonable, and the system placed increased emphasis on actual safety features.

But beyond this, Aero was more than happy with the rest of how lobbying turned out. They celebrated that leaded fuels were finally banned and radial tires finally allowed, that they had successfully prevented the double-headlight mandate, and the government had chosen the more compact US/Japan pate size (which Aero was already used to using). Their only other real complaint with the new laws was that the “speed limiter” tax break did not extend to vehicles that were too slow to need a limiter (or in Aero’s case, too slow to be able to equip one at all), but truth is the tax was too small to be missed anyway.

There was also the matter of Aero no longer being able to participate in Letara’s racing. Of the two classes that had been just instituted, one required a time below 5:00, and the other required 2 rows of seats- neither of which Aero could accomplish with a Microcar. Though racing was not a big part of Aero’s business, it was still a huge disappointment to the company.

About the Free

Aero’s philosophy, when deigning the Free, was that mobility is something that should be freely accessible to everyone. To that end, the Free takes the design goals of the Zipp- being cute, reliable, and cheap -and improves upon them to the extreme.

Let’s run some numbers: The entry level Free costs only $7,640 upfront (taxes included), and less than $250 in service costs, while using 2.9 l/km of fuel (Over 80mpg)! Named the “3L” after the latter figure, this car is one of the cheapest production vehicles not just of today, but of Letara’s (and the world’s) entire automotive history! Savings which are further extended by the cyclecar’s stellar reliability and quality rustproofing.

But the commitment to accessibility goes beyond just being cheap. Aero designed the Free with the intention that it could double as both a city car and a mobility scooter; that it could allow a handicapped person to drive to and into a building or pedestrian area, without having to switch to unwieldy mobility aids like wheelchairs or canes. To that end, the higher-level “Access” trim offered an automatic transmission, making the car easier to operate (at low speeds especially), as well as a lighter steering setup and improved interior cushioning.

---

In 1971, the Free received a major facelift. Most notable was the new design; in contrast to the more function-over-form designs of yesteryear, Aero’s new design philosophy further emphasizes the creation of “cute and huggable” designs with more streamlined and visually-pleasing shapes.

Its mechanical changes should not be discounted either, though. The 1971 facelift also introduces one of the first catalytic converters to Aero’s 360cc engine, as well as the ability to run ethanol fuel. Designed to better accommodate indoor use, these combined changes drastically cut down the already-clean Free’s emissions, setting a new standard for what we consider “environmentally friendly.” The cyclecar was also made even quieter, and offered with an optional radio for the first time.

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[Knugcab]

Now that’s cute!

[ChemaTheMexican]

the facelifted model is one happy lil lad

[karhgath]

THE WOLFE DYNASTY

History of Wolfe Motors, The Long Awaited Chapter II

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Lore alert! Beware.

December 2022 - The great white north

Mother - “Dad!! What did you do again??”

Grandad - “What what!? Nothing dear, I…”

Mother - “He’s having nightmares about wolves again!! You gotta have to stop telling and retelling those old stories to him.”

Grandad - “But it’s his legacy!! The Wolfe will never die! You shall not pass! Harry! You know nothing dear.”

Mother, looking at her husband - “I swear sometimes I forget he’s not all himself”

Husband - “It’s ok honey, I know how he can get on your nerve. Maybe a story time could calm him down, I could entertain him while you work?”

Mother - “God I love you so much, thanks love. I’m gonna go work that bath now.”

Husband - taking Grandpa to the sofa, “So, I heard that Wolfe had some rocky years back in the 50s…”

Grandad - “Oh son you have no idea, where do I start?”

(narrator) “I am sorry, here we go again…”

(20 minutes later)

Grandad - “The fact that Wolfe did well with huge luxurious vehicles in Letara in the late 40 and early 50s was a big surprise for everyone.”

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FLASHBACK

(narrator) The year was 1953. Lewis Wolfe was looking over the sales report for Letara, a framed picture of the Wolfe 200/200 at his side.

The report was very surprising. For the market size, the top end Wolfe sure did sell well! The Deluxe Eight was a prized possession and the styling seemed to have sealed the deal for the wealthy elite of Letara. It was outrageous, not as much as the Montezuma, but enough to actually sell instead of only selling posters like the Wraith.

The pickup also did somewhat well, but his analysts noted that the market was very weak and sold because nothing else good was there - it was pricy and unpractical and not a dedicated utility vehicle. Rumors were that the market would be flooded with dedicated trucks, so the experiment had to end.

The big heartbreak was racing… after making a big show, Wolfe came up empty because the cars did not met regulation. They found out on site. For some reason, they never made it work for years, always forgetting the same thing. Safe to say that the team responsible was sacked!

The fastback did pretty well in the premium market as well, it offered speed and comfort at a good price, this is a market to double down on!!!

FASTFORWARD TO 1958

Lewis Wolfe cursing dramatically at his office window and throwing Letaran reports in the bin - “Damn you economy!!!”

BACK TO 1953

They also did pretty well on the govt contract, but even their full team of lawyers were not able to wiggle out of some lower scores in some areas, but Wolfe was close on the Wagon.

Lewis Wolfe - “Well Noel, this is good news. I want you to personally oversee the Letaran market, I think we can expand significantly in there.”

Noel Wolfe - “Sure dad, I know we have a concept car being designed right now that would be perfect to launch in Letara - the rich and famous are always looking for that unique car.”

Lewis Wolfe - “You are talking about the ChooChooBaca something right? Yeah, the idea could be feasible, if I look at this, this could be a big gamble but could reap huge benefits. Let’s go!”

END OF FLASHBACK

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Grandad - “Now you see, Noel was Lewis Son, back in 1935 they…”

(narrator) Sorry we are gonna skip this as we already heard it before, and so did the husband, but he was a gentleman and it did not bother him at all…

Husband, muttering to himself - “Go to my happy place, happy place…”

*(skipping 35 minutes)

Grandad - “So that is why you always leave a note! Now, Noel was really skilled, and they were working on some innovative concept car, the Chupacabra…”

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FLASHBACK TO 1959

Everyone back at the Wolfe HQ was nervous, but Noel was calm and was overseas in Letara for the launch of the Chupacabra. It was the first market they would be launching in.

Surprise! It did very very well. They secretly wanted to upstage the Wraith Montezuma, but also sell the car, and they did achieve both! It ended up being the most prestigious car of the era.

Despite the massive recession, the sales figure were there. It was a success!

The Cerberus convertible also did very very well, before the economy fully collapsed. It was a good overall premium offering, the economy afterward raised big alarms at Wolfe - the premium market was hurting, the middle class was inexistent for years.

While the RFP division earlier did ok on their Letaran bid, the next big event was the grand opening of the Lerance Raceway!!

Financed in part by Wolfe, with coordination wit Vizzuri and other companies, it was the realization of a dream for Wolfe. Yes they did run in Nascar and such, but the long fast track and huge straight was the perfect testing ground!

To get back in the game after the 200/200 failure, the Wolfe Racing 460 was fast, very fast, it clocked the second fastest lap for many years, but it never did succeed. Plagued with a difficult to drive car, always oversteering in the corners, you needed to have a perfect lap everytime, which was impossible. The fact the car also accumulated a few DNF did not help - reliability was much more important than expected.

Still, two 3rd place podium finish was nothing to sneeze at, but after major racing investment, it was still a disappointment for Wolfe.

And the sporting division was not going well, with the Cerberus V8 totally flopping on the market.

If Wolfe wanted to be associated with motorsport and performance, it would need to do more.

A lot more.

END OF FLASHBACK

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Grandad - “So now Noel and Lewis, fired many division. They hire some renowned European designer, and completely turned around and doubled-down on R&D and motorsport. It was the Great Shakeup as it was known afterward. They left the premium market due to the economy, focus only on luxury and racing. They went classy instead of unique. No one really knew if that would work, or not…”

Husband, waiting a long time for the old Wolfe to continue - “And what happened then?”

Grandad snored. He fell asleep after his 3 hours story. The husband placed a blanket gently and turned off the lights.

Grandad - “G’night”.

(narrator) ZZZzzzzzzz

THE END

Letara 1964 - Wolfe Racing Razor GT Prototype

After a somewhat disappointing few seasons at the Lerance Raceway, it was time for Wolfe to shake things up!

Lucky for Wolfe, they were able to get helped from famed designer Nuccista Bertarina, who left his association with Vizzuri in the early 60s. With him, and the help of a new team of aero engineers, Wolfe came up with the Razor GT Prototype - a blaring fast car, reach 300km/h. It is rumored to lap the Lerance Raceway around 4:45, but no one really believes that a car with only a 3.8L and under 360hp could every achieve that.

The fact is fast and isn’t a brick is not the only first for Wolfe - this is the first rear-engined vehicle Wolfe has done. Hopefully the very slick prototype is not only for show, and will actually be competitive. Big daddy Lewis Wolfe is hoping it will bring at least a first place finish this time.

Letara 1965 - Wolfe E320 2+2 Roadster

With the impressive success of the Cerberus convertible on the Letaran market, it was only logical that Wolfe would come back with another offering.

With the help of M. Bertarina, the look for this generation of Wolfe cars is a bit more conventional, but much classier, with a hint of european flair, thanks to the famed designer.

But the design is not the only major changes for Wolfe. While the new E-platform is still built on a ladder frame due to Wolfe upbringing in coachwork, they hired so many engineers that they redid every major subsystems.

Gone are the rear live axles, replaced with independent rear suspension. Gone is the long bodywork, it has now moved to a slightly smaller, more compact wheelbase. Goodbye old bias-ply tries, say hello to
the brand new radial revolution. Oh, and some models have power steering now, and improved suspension components. It is still all north american steel baby!

The luxury-premium model, the E3 series, is offered in a 2+2 Roadster with a tame engine and an automatic top. Yes, while Wolfe is out of the premium market in Letara, it plans to take on fully and squarely the luxury market. No cheap cars here, no siree!

Oh, we did not talk about the engine yet, right? Ohh, this is gonna be good. It is also brand new. One thing Wolfe learned with their past racing experience is that overhead cam and that new fangled mechanical injection are pretty damn cool and can allow smaller engine to output similar numbers. What? Who knew there was a replacement to displacement!? So what did Wolfe do? Build a 280ci all aluminum OHC engine with mechanical fuel injection. This version here outputs a mere 200hp, but it does it in style!

A 3-speed automatic transmission completes the package, as do all around solid disks. How, and we have 2 jump seats in the back for your dog!

Wolfe went from being late to the party to being at the forefront of R&D, thanks to its heavy investment in its racing division!

Letara 1968 - Wolfe E420 GT

Well well well. The old performance version the Cerberus was not well received in Letara, or anywhere for that matter. Costly and really uncomfortable, it could barely turn but at least had a big engine.

Now Wolfe is back with another 2-seater sedan coupe and is hoping to get a slice of the performance market.

Very similar to the E3-series, the E4-series offers the same basic packages but with much more gusto with a 307 all alu OHC engine but tune for 350hp! It is has powerful as the Razor GT Prototype in a lightweight package.

The styling is very striking this time, setting the E420 GT appart with rear window louvers, hood scoop, dark aluminum/plastic finishes instead of chrome, and alloy rims. The '68 models in general also have been facelifted with dual squarish front lights now.

It does have a manual instead of an automatic, and a newfangled clutched LSD with improved power steering. While not a full on sport car, it can turn this time. We promise.

Letara 1970 - Wolfe E540 V12

Christmas has come! It was no secret that the Chupacabra would be replaced with a new high end offering. While the name is gone, the flagship is back!

Now the top trim level, the E5 series is full on luxury. The interior is fully hand made by blind Tibetan monks, it has top line 8-track player, the latest in safety, and… a brand new self-leveling hydropneumatic suspension!

But it does not stops there - Wolfe branded mag rims are installed at the factory, the grill is more imposing, the Wolfe emblem on the hood is back, is now has headlight wipers, a sunroof, and, oh yeah, a big 396ci V12!! Still a pushrod as it is quite big, but smooth as butter (if you like that sort of thing).

While not as funky or a concept as the Chupacabra, the E540 is just the pinnacle of prestige and luxury for Wolfe. Oh yeah, it comes in tons of unique metallic colors like Anthracite, Yellow Brass, Arctic Silver and Golden Brown.

Letara 1970 - Wolfe L440 Govt Special

Hearing that Letara was looking for limos or luxurious sedans was the only thing Wolfe wanted to know - it was right up their alley.

Due to the heavy investment in all its new tech, Wolfe simply took the E540 flagship, stretched the wheelbase to 3.0m and downtuned/downscaled the model to make it affordable, but still keep all the luxury it needs for diplomates, delegates and agents.

With a smaller 242ci V12, this beast is ready to drive the most important VIPs in style!

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Wolfe - be crowned a king.

[AndiD]

Mara goes Letara, Ep. 3-8: The final touches

Previous post

2nd September 1964, Lerance Raceway, Letara

A few weeks before the start of the first race in the new R1 / R2 classes, the Mara Irena R2 Touring Car had arrived on Letaran shores.

Rodyn Gumprov - who more or less officially had taken on the role as Irena racecar project co-leader together with his comrade Yenna - had also arranged to meet with the Letaran privateer racing driver John Summer. John had - for what ever reason - raced a reworked Mara Tovarysh / Companion prototype (originally Henri Nordhov’s cannonball racecar) in the years prior and even had scored two class victories and a podium.

After some negotiations in the past months, John had agreed to have his team of amateur enthusiasts run the factory supplied Irena in the next era of the Letaran racing series. The Mara factory and local assembly plant would provide some limited logistical support as well. Today was the first time John had the chance to sit in the finished car and take it for a proper spin as part of an open testing day on the reopened Lerance raceway after the increase in corner banking.

The Mara Irena R2 Touring Car on the test day under the on the Letaran raceway bridge

Mara race car testing, part 3: The final touches

While John was getting familiar with the now more than 1.5 times as powerful racecar, Rodyn reminisced about the odd twists and turns the last months had taken since the fateful encounter on their own Archanan proving grounds.

His flash of insight had proven fruitful indeed - he had spent some time with aircraft engineers from Archanan plane manufacturer Aljoscha Aeroplanes to try and reduce the quite substantial drag of the Irena race car. Among other things, he had several iterations of makeshift undertrays manufactured, made sure to tighten the panel gaps on the car body (or taping them shut), removed the metal trim around the windows, worked with Yenna to reduce the engine cooling to the minimum needed and also made minor body shell adjustments that had a surprising impact on drag.

In return, Aljoscha Aeroplanes had requested to add their logo to the car, in the hope of getting name recognition in Letara and potentially selling one of their passenger aircraft models there in the future. The other company name on the car was that of their Fruinian tyre supplier, Tyrelli, who was also active on the Letaran market with their revolutionary Cinquerato line of radial tyres.

After the first few laps, John came back to the pits and exited the car, quite exhilarated. “Massive power”, he stated and sent an appreciative nod to Yenna who had already half-disappeared into the engine bay, checking on various engine parts after the first laps in anger on a proper race track.

“Before I go out again, we need to lengthen the gear ratios. Substantially”, John added.

Rodyn looks at him, surprised. He did not have a chance to re-test the car for top speed after installing the latest iteration of the makeshift undertray cladding manufactured according to the Aljoscha engineers’ specifications, but apparently it had worked wonders. To be on the safe side, Rodyn had brought a number of different gears for the Irena’s differential with him.

He nodded. “Alright. Yenna?”

She disentangled herself from the quite full engine bay and helped push the Irena touring car to into the work area of the pits, together with Rodyn and some of John’s mechanics. Rodyn talked the latter through exchanging the final drive gear in the Irena’s differential. Yenna meanwhile dove into the engine bay again.

After a while, John went out again. To achieve the final top speed of an estimated 280 kph they needed to put in another differential gear - the biggest final drive gear Rodyn had brought. The rest of the day they spent fine-tuning the Irena’s handling and in his last lap, John finally managed to break the 5:19 laptime barrier. Afterwards, they felt ready to subject the car to official scrutineering for the R2 class.

The Mara Irena R2 Touring Car in front of the technical inspection booth

As the race official looked at the car, his glance switched back and forth between a sheet of paper in his hands and the car.

“It looks like there was a mix-up of registration numbers. We apparently assigned #42 twice, and the first one is already registered. Which number do you want instead?”

Rodyn and John exchange a baffled glance. “What’s the easiest to change the #42 into with a marker pen? Four… Seven?”

(OOC: Just noticed the 42 on hippo’s racecar, guess I rather have some impro fun with it than reshooting the photos…)

[SheikhMansour]

Mocabey: King of the Hill

(I only have the #42 because I had it last time)

[Ch_Flash]

1964 MARTINET VESPAE R2

Martinet takes to the track!

Martinet would like to announce our participation in the R2 class at Lerance Raceway.
Introducing the 1964 Vespae R2 with a 4.2l V6 engine producing 249 hp.

Vespae is latin for wasp, hence the yellow and black styling.

Let me know if number 9 is taken.

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1970 MARTINET CORREUR

The latest and greatest model of the car Martinet is most known for, the Correur.

The Correur is known for being one of the most comfortable cars ever made, that is why we proudly present the most luxurious version as a representation vehicle to the Letaran Goverment.

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Gallery

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[04mmar]

Nerruci Motors Corporation
Forza Nerruci

We at Nerruci Motors Corp. would like to intoduce to you our line-up of cars that we will be exporting to Letara. Our newest car:

Nerruci 220 Spyder

Nerruci 220 GT

Nerruci 220 GTR

1964 Nerruci 220 Spyder

1964 - Nerruci 220 Spyder

Powered by a 4-Litre V8 producing over 200 bhp, 5-speed Manual, Rear-wheel drive. This car prioritize the performance over anything else. The 220 Spyder can surely satisfy your need for speed.

The Nerruci 220 Spyder comes in 4 different colours.

Rosso Corsa

Spamton Yellow

Chinese Silver

Midnight Blue

1964 Nerruci 220 GT

1964 - Nerruci 220 GT

Powered by a 4-Liter V8 producing 250 bhp, 5-speed manual, Rear-Wheel drive. A Grand Tourer is a car that has balance between performance, luxury and comfort. Nerruci Motors is able to produce a car that is a car suitable for the name GT. The 220 GT is more powerful than the Spyder. The 220 GT also have a more luxurious take to interior design than the 220 Spyder. Overall, the 220 GT really gives you a real Grand Tourer feel with a splendid performance, great luxury and good comfort.

The Nerruci 220 GT comes in 4 colours.

Torino Corsa

Racing Blue

Midnight Black

Sunshine Yellow

1964 Nerruci 220 GTR

Powered by a powerful 4-Liter V12 producing 300 bhp, 5-speed manual, Rear-Wheel Drive. The Nerruci 220 GTR is Nerruci’s most powerful, most expensive, most luxurious and most importantly, the most exclusive car that Nerruci Motors could offer. The Nerruci 220 GTR is like the 220 GT, but more luxurious, and more powerful. With the name GTR meaning Grand Tourer Racing hence the improvement in performance, but not only the engine was improved, the interior has also been improved as well as the handling. Overall, the 220 GTR does what the 220 GT does, but better.

The 220 GTR only comes in one colour, the Midnight Blue:

[Aruna]

The tale of Vizzuri 1964-1974.

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Following on from 1963, the partially successful Vizzuri campaigns to Letara's growth and development:

• Lobby for 12hr/Endurance racing at Lerance Raceway as main event

• Classification:

• Super Competition (SC)

•   	 Upwards of 4.0L engines - Runs on Lerance raceway full course
  

•   	 Two-seater mandated
  

•   	 Not required to be road-legal
  

•   	 Ethanol Blend E85 (108 RON) racing fuel mixture
  

•   	 Minimum safety of 30
  

•   	 Minimum comfort of 5
  

•   	 Enclosed bodywork (Does not require a roof)
  

•   	 Natural or turbocharged allowed
  

•   	 Must be fitted with a windshield, two doors, headlights, taillights, front and rear indicators, roll bar (If interior, or exposed interior)
  

•   	 A maximum of two aero fixtures allowed
  

•   	 Slick radial tyres only
  

• Touring Cars (TC)

•   	 4.0L maximum displacement - Runs on Lerance raceway short course
  

•   	 Homologated model based on a road-going car
  

•   	 Two-seater mandated, must also support 2 rows of seats
  

•   	 Ethanol Blend E70 (106 RON) racing fuel mixture
  

•   	 Minimum safety of 30
  

•   	 Minimum comfort of 5
  

•   	 Enclosed cabin
  

•   	 Natural or turbocharged allowed
  

•   	 Must be fitted with at least two headlights, two taillights, front and rear indicators, roll bar (If interior)
  

•   	 A maximum of two aero fixtures allowed
  

•   	 Sports radial tyres only
  

• Lobby against luxury tax

• Lobby for taxation of uncomfortable and undrivable cars (add a drivability and comfort minimum target, all else is taxed)

• Lobby to introduce radials to civilian cars

• Lobby for additional spending towards Lerance Raceway, as well as adjustments such as making Lerance Raceway a closed circuit retaining the old motorway segment and making new motorway around,

• extra stands for the spectators, on-circuit camp sites, feris wheel.

• Lobby to standardise license plate (Black with embossed silver font)

Vizzuri decided to continue with their Letaran car assembly plant based on the infield of Lerance Raceway. They still have thoughts of levelling up to a full car factory in the future.

The new 1964 onward lineup for Vizzuri took a more reserved yet very intimidating approach.

In 1970 the Laonda’s second generation was released with a very sovereign chrome-embracing style:

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Vizzuri Laonda Special GT '70

Shown in Metallico Blu Scuro

–

Introduced in 1970, replacing the first generation Laonda: The new model lineup dropped the Vantaggio in favour of a new Cabriolet model, as for the Special it had a new “GT” trim, and the Prestazione retained too.

The brand new Laonda Special GT improved all over from the late 50’s version, it was Vizzuri’s first road-going car to have the 4.7L V8 with 4 valve per cylinder, as such the engine had in it’s codename: “Quattrovalvole.”

Returning curves and hard strong shapes for the Laonda were apparent, but it dropped the fins after the '58-60 Laonda model. The Laonda GT kept options for a 3-gear automatic or a manual 4-gear, as well as having luxury interior standard, the Laonda featured a top of the line luxury 8-Track audio system. Though this wasn’t all, it had hydropneumatic suspension now, delivering a very smooth comfortable drive.

The exterior features many luxury accessories: Daytime running lights, alloy wheels, body-integrated exhausts, lighting for the licence plate front and rear with newly created Letaran flag plates.

Sportiness wasn’t lost as it kept the tried and true mechanical rack & pinion steering alongside wide tyres and an aerodynamic semi-clad undertray. The 4.7L Quattrovalvole V8 with new fuel injection system to better utilise the ethanol blend, ignited more environmentally friendly though tubular sports exhaust system provided 295hp to the rear wheels, making it able to hit a smashing 7s to 60mph and top speed over 150mph.

–

Vizzuri Laonda Cabriolet Special '70

Shown in El Dorado Oro with Beige soft top

–

When the Laonda Cabriolet Special came to Letara in 1970 it was the first time Vizzuri had sent over a cabriolet for the market, they were hopeful it would become well received although the taxes meant buyers were to pay almost 20,000 more for the car.

It came with the same equipment as the Laonda Special GT but came as a manual soft top car with hydraulic rack & pinion due to the excessive weight from being a convertible with the upmost attention to safety.

It was still sportly, able to get to 60mph in 8.2s, and hit just a few mph slower than the fixed top Special GT.

–

Vizzuri Laonda Prestazione '70

Shown in Metallico Luce Dell'oceano Onda d'urto complemented by black vinyl roof and Nero bonnet/front top

–

The final trim offered to the Letaran public was the Laonda Prestazione: 353 rampaging horses to a manual 5-gear RWD clutched LSD able to get to 60 in 5s and go on past 161mph.

The pillarless fastback made an impactful impression with a selection of bright colour choice contrasted by the black side text and front/bonnet to reduce glare whilst tearing up the asphalt.

All that and the extra brake ventilation on the sides, huge bonnet scoops along with the flashy radial tyre text made the new Prestazione stand out about as much as the '58 model did back in the day.

–

Vizzuri Laonda Special Tipo 555 '70

Shown in Nero

–

The Letaran government required a completely different mode of transportation this time, so Vizzuri National cars weren’t about the country this time. Instead the Laonda’s long wheelbase version “Special Tipo 555” was offered.

Named the Tipo 555 from the 5.55m length, this colossal land yacht was quite a hefty one, weighing in at 1.75 tons of which much of the weight was high-strength steel and the 3.5L V6 engine cut up from the common Vizzuri 4.7L V8 to reduce cost and retain higher performance.

The Laonda Special Tipo 555 featured a luxury 5-seat layout for better practicality, though didn’t slouch on the creature comforts: the boomerang antenna seen on the boot lid is for the television fitted in the back for passengers, as well as a floor-mounted luxury two-way radio telephone for the diplomats to work on the go.

On the exterior, it featured an accented chrome line from side indicator-to-indicator, and the mandated Letaran flag one side, and home country of Italy on the other. Reinforced window glass also provided extra protection at the downside of more weight.

Performance wasn’t the strongest of suits for the Tipo 555: 0-60mph in 11.5s and a top speed of just over 121mph due to high gearing for better fuel economy, but comfort, smoothness and prestige shone bright like a star aided by hydraulic ball steering and the hydropneumatic suspension.

–

Vizzuri Drago QV Corsa '64

Shown in Metallico Luce Dell'oceano Onda d'urto with Bianco stripes

–

With three podiums from 1959 to 1963, Scuderia Vizzuri felt they needed to produce a faster car this time: The Drago QV Corsa was the answer (hopefully).

With the Quattrovalvole being highly successful at making power, it was used again though the engine was de-stroked and de-bored to a slightly lighter 4.5L V8 unit capable of 426hp. The Drago QV Corsa was quite a bit smaller than the previous Drago, as well as back to basics with a front-mid-engined RWD layout. Extremely wide tyres and usage of aero rated the cornering G forces at 1.12-1.20Gs, and able to launch to 60 in 4.8s, up to a phenomenal 190mph. Under testing at Lerance Raceway, it was able to get average lap times of 4:51.

The Drago QV Corsa retained all road-legal equipment to enable it to go and showcase around the roads of Letara before the big race, as well as maybe a little zoom zoom action on the motorways…

Scuderia Vizzuri driver and company co-owner Dante Rizzo would take up the gauntlet of driving the #8 Drago QV Corsa, as well as Zeno Pesaro being on standby as a second driver/maintenance crew chief.

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Gallery

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[Texaslav]

BENETSCH RACING: THE NEXT CHAPTER

Karl Selic is worried - real worried. Paradoxically, he’s more worried now than he was in 1959, when he was first entrusted with the racing program, or even a year ago in 1962 - when, in a meeting laced with shouting, arguing and threats of firing or resignation, he convinced Klaas von Benetsch - his boss - to shell out for an all-new racing prototype. Of course, said prototype is the source of his fears.

Leaning on the accursed thing outside the Benetsch proving grounds in Marbork, Selic spots the figure he dreaded. Short but with wide shoulders and a confident stride, a worker’s mustache and donning a dirty leather jacket, the CEO approaches from the direction of the main office - and looking seriously unhappy.

Karl: Good day, Commander.

Klaas: What’s going on, Selic? I came here for a progress report and all I find is an office full of engineers trying to kiss my ass. Does the car not work or something?

Karl: No, it… works.

Klaas: Then what the hell gives? I’ve never seen your people act like a bunch of apologetic sycophants.

Karl: Well, for what we’ve invested in the car, it’s simply not fast enough.

Klaas: Not fast enough… Is that all? Let me see.

von Benetsch falls into the driver’s seat and, finding the key in the ignition, drives off with a pronounced chirp of the tires. Selic can only watch as the Commander manhandles the thing around the proving grounds, encountering the same frustrating grip limits his test pilots noted. Strangely, he looks less pissed off when he gets back from his fifth lap.

Klaas: I see your issue. You built a car only to find out your tire costs and the like would run us out of the mandatory service budget, so it’s not sticky enough anymore.

Karl: I’m sorry. We really should have gone smaller and lighter, like W–

Klaas: Aaaah, shaddup! First it’s Zephorus, now it’s Wolfe. You’re always belly-aching over minor imperfections. The car’s fast enough in a straight line; focus on increasing our lead there and we’ll be golden. Also, forward the engine blueprint to corporate; I’m putting it in a road car.

Karl: Wait, what?

Klaas: You heard me. A seven… No, it won’t need to rev as high… Eight-liter engine in a road car. We might well end up with the fastest road car made.

Karl: And what of the bolide?

Klaas: Just chuck it at a race track and find out. I didn’t allocate all that money for you to pull the plug out of fear.

[Elizipeazie]

1968

Broken down? Not with the Anhultz Dione I

Prepare for the birth of the long-living AMP Terra line of engines.
Car in White released in 1966

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1970

Affordable Luxury. Anhultz Superkroon

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OOC:
my internet went bust and i am posting this via mobile data, hence the lack of effort. sowwy