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

For this era the brake and tail light may be the same bulb, yes.

And yes, cross-plies may end in 0. Radials won’t in the next era.

1 Like

Weren’t radials measured with the same all-imperial scale as crossplies early on? I distinctly remember seeing an 11-inch-wide, or 280 profile, radial tire on an RR/MR Vette prototype from the late 1960s.

Yeah, but gameplay and muh administrashun headache - also Letara is alternate universe, so :person_shrugging:. All that to say, I’m simplifying.

Ok, cool.

Yeah, and in between there was sizes like FR78 etc. that was just pure headache…


Well, it’s October 3, so that means that the rules are now locked and the round is open for submissions! There might still be some hotfixes coming our way in the next few weeks. If something significantly changes or borks your cars, then I will allow re-submissions - otherwise no re-submissions to preserve my sanity.

Edit: I’d also like to remind people of the very first rule in the OP:

- Put all of your communications to me (e.g. submissions/lobbying/questions etc.) into one DM thread with the topic “LHC - <YourForumName>” please.

If you don’t know how to find your previous messages, see the tutorial by @AMuteCrypt in the ALC OP.

So far I’ve had to ask over 50% of the participants to change the thread title. It really helps me to keep things organized in this large challenge if the threads and cars are appropriately named! It’s big bureaucracy at its finest.

Thank you - the Government of Letara

if you like to die buy our cars. Built Garland, Built Garland, Built Garland, Built Garland, Built Garland, Built Garland...

Garland Auto Works
'Just your average american fullsize.'

1952 Garland AeroLuxe/AeroCruze


AeroLuxe Special in Cream/Marroon Two-tone.



AeroCruze Fordor in Carbono Black.


One of the very first attempts by Garland to punch up-market, The Aero-line had a contemporary design, classic and refined. While sales in America were great, in other places, specially Europe, it flopped relativeley.

A smooth I6 powers both versions, and as most american I6s from this era are, its supremely torque-y.

1952 Garland 358R

Originally a design study from Garland’s now head designer Paul B. the 358R is a lightweight, high power beast of a car, The 358R is powered by a 358 CI eight-cylinder making over 200hp, fitted with independent suspension and aluminum materials means that this thing isn’t just fast in a straight, but also in the corners.



1948 Canadian Motors HW38 "Pangolin"

Canadian Motors was originally made in 1906 in Canada, and they have patriotically served Canada and other British Commonwealth countries with honor and distinction, through peacetime and war, and through thick and thin. By establishing a correspondence with the Letaran government, it is believed that this can help improve overseas relations.

It was decided that exporting a Letaran-specific model of a retooled pre-war military vehicle to a fledgling market would greatly help with sales and offset the cost of manufacturing.

Tailored specifically to the government’s tight requirements, the HW38 “Pangolin” is a vehicle that could serve them well. The Pangolin features a ███ cubic inch I6 that makes ███ hp @ ████ RPM and ███ lb-ft @ ████ RPM that’s routed through a 4-speed manual and riding on a 112 inch platform for some level of comfort for the driver and its “passengers”. While it is not exactly made for hypermiling, the HW38 does get a respectable ██ mpg. The HW38 also comes standard with a heater and AM radio. After import, the cost of the HW38 “Pangolin” comes to approximately $13,500 AMU.

To comply with the government’s strict requirements and owe to the vehicle’s nickname, the vehicle can seat up to six “civilians” in the back and is equipped with bullet-resistant glass and █-inch thick armored plating to make the vehicle resistant to small arms fire should the vehicle encounter particularly unruly “citizens”. Further aiding in its requirements is a partition on the interior, and rear doors that can only be opened from the outside.




Vaughn corporation is an american car manufacturer that started its operations in 1911. William Vaughn had bought an Oakland, but was not really satisfied with all of the details, and saw room for improvement. The best way was to actually produce the car that he wanted himself, and so the automobile brand wearing his name was born.

In 1931, the luxury car manufacturer Wraith was close to bankrupcy due to the great depression. Vaughn was looking to go more upmarket, and foresaw that the economy had to get better sooner or later, and that’s how Wraith came to be absorbed into Vaughn. The year after, 1932, was the year when a 3rd brand was founded, VCV, which simply stood for “Vaughn Commercial Vehicles” and was nothing but the commercial vehicle division spun off into its own brand.


The VCV Rural was introduced in 1935 as a steel bodied, truck based station wagon, that was seen as a cheaper alternative to the woodie wagons of the era.

Vaughn’s first true post war vehicle was the 1948 line of light duty trucks. That also meant that a new Rural was introduced. The car in the picture was a prototype done for the Letharan government in 1948.

Wraith had a hard time being competitive with the likes of, for example, Packard, Cadillac, Lincoln and Chrysler, and the division was bleeding money in the years slightly before and after the war. An attempt to adress that was to boost the interest for the brand with an halo car, being the 1953 Montezuma, a car that was not lacking any of the luxuries of its era. Hand built in 800 examples, it is a rare and expensive classic today. The vehicle shown is one of the few examples that went on export, this one to Lethara.

Not only Wraith got a halo car in 1953, Vaughn also got the Torpedo, a 2 seater sports car curiosly enough introduced the same year as the Corvette. In the advertising, Vaughn was pushing the facts that it had a “real steel body” and a “sporty manual transmission”, no question about which car that was aimed against. Another way of promoting it was to participate in various kinds of motor sports, which the car in the picture is a great example of.


Mara Goes Letara, Ep. 1-1

OOC: I briefly thought about entering with another brand, an almost brand new one, but the outlook of having a semi-funny heading for the next months was too good to pass up...

Early morning, 16th June 1947
Office of Mara’s chief development engineer, Mara main factory grounds, just outside the town of Mara, Archana

Junior development engineer Rodyn Gumprov knocked on the door to his boss’ office, with an envelope in hand.

It took a few seconds for the office’s owner, Fedor Piechov, to answer. “Enter”, Fedor said curtly.

As Rodyn entered, Fedor sat behind this big oaken desk, stacked with papers and drawings and looked wordlessly at him.

“Sir, here is a letter from the Letaran government that you might be interested in. They invite tenders to supply them with a certain type of personnel transporter. Would this be something we would consider?”

Fedor thought about it for a moment. “Letara? They are on the other side of the world, right?”

“Yes, there were not involved in anything that happened over the last years”, answered Rodyn. Everyone’s memory of the recent war was still fresh, of course, and one usually avoided naming it explicitly, despite Archana being part of the victors. While the front over in the west was always far away from the area around Lake Mara, and there were therefore few visible impacts around them, everyone has had to make enough sacrifices in one form or another to not have any happy memories about it. The only remotely positive impact for Fedor and Rodyn was that their employer was enabled to move from just engine to full-scale automobile production through military contracts and hasty factory construction.

“Then we might. Let me have a look.” Fedor took the envelope from Rodyn and opened it.

“Eight seats… special purpose… rugged… economical…” Fedor mumbled as he skimmed through the specifications.

He looked at Rodyn for a moment, got up and looked out of his office window on the 2nd floor.

“Perhaps this is an opportunity to get rid of these.”

He gestured to Rodyn to join him and they looked at the well familiar sight of brownish-yellow ex-military vans that had now occupied part of a Mara factory yard for over a year.

“I thought the same when I read the brief” said Rodyn. “If you excuse me, I have always wondered what the exact story was behind these. I know the broad strokes of course.”

“Then you know that the HD6s were the standard military personnel carrier for behind the front, being unarmored and such.” He appraised Rodyn. “Given your age, you probably rode in one.”

“Driven, actually, and plenty of times. I know the road to Novobeskov like the back of my hand.”

“Lucky you… perhaps.” Having been a driver was a considerably safe wartime posting, of course, but neither the road nor the HD6s must have made for a particularly pleasant driving experience.

Fedor continued. “Anyway, we and some others built them basically until weeks before the victory, and now we have many more on hand than we know what to do with, many of them hardly broken in. Can’t sell them either or they will help kill the few sales if our Konyk jeep and truck variants that we current have.”

Fedor paused.

“So we can civilianise and refurbish them, and then perhaps offer them to Letara. Doubt there are any state secrets in the engineering - except maybe for how to make an unkillable boxer engine. And how many transports could they possibly want?”

A further pause. Rodyn had learned not to interrupt Fedor unless it was clear that he was done or expected a response.

“Consider this your next task - take stock of what we have in store, and what’s in store somewhere else, and in what condition all those HD6s are. I’ll clear it with the comrades higher up, and possibly in the government. Doubt either will refuse an opportunity to get their hands on some foreign cash, especially from outside the continent.”

Rodyn was unsure whether to be happy or not by this sudden shift in this task priorities, away from the early stages of Mara’s first clean-sheet designed passenger car. But he rightly assumed that Fedor wouldn’t have cared about it either way. He also wondered whether there was a hint of disdain in Fedor’s use of the word ‘comrade’. “Yes, sir”, was all Rodyn said, however. He took the lack of a further reaction by Fedor - who still looked out the window - as his cue to leave silently.

Rodyn made his way down to the storage lot and, for the first time in quite a while, had a close look at a HD6 personnel carrier.

On the surface, the HD6s had not changed at all since his time as a driver in his wartime service, of course. For Rodyn, however, it was an unusual experience to stand in front of one in the Archanan morning sun in civilian clothes and be surrounded by - literal and figurative - peace and quiet.


The tale of Vizzuri 1946-1954.

In late 1945 two local farmers based in Siena, Tuscany: Dante Rizzo & Lamberto Vitali founded Vizzuri to create motor vehicles for the Italian public and beyond.

As Dante was an amateur racing driver, he was eager to travel across countries to new circuits. One day he made a connection to sell their new brand in Letara with a garage chain company. He was eager to race in the thirteenth annual Portunis Cannonball Run, and so begun forming a Vizzuri racing car that was road-legal too.

Though before this, the duo had completed their first production car: The Vizzuri Special, which would also be sold in Letara alongside the upcoming sports car.

Vizzuri Special '46

Shown in Azure with Black cloth interior

The Special is a premium family car, being a 4-door fastback saloon with extra boot space and rear passenger room. They spared no expense by making it truly special to own: It has a quality interior with premium AM radio and air conditioning unit, bumper-mounted daytime running lights, side and centre rear view mirror as well as a performance oriented 4-gear manual transmission.

On the exterior the whitewalls and mass lavishing of chrome really sent an image of wealth and presence in comparison to the smaller less luxurious cars commonly found on the roads. Powered by a 4 litre Inline 6 producing 125hp it was no slouch: Able to get to 60mph in 13s, and reach a top speed of 90mph+ making it one of the fastest 5 seater road cars one could buy.

Vizzuri National AT01-G '48

Shown in Azure with partial Black cloth interior

In 1948 the brand came out with a subsidiary named “Vizzuri National” or “VN” for short. VN was more of a utilitarian branch as since VIzzuri was turning more towards premium & sports car production it didn’t want the brand prestige muddled up with 4x4 and trucks in their lineup.

The first VN production car was the AT01-G (All-Terrain 1 - Government Spec). It was aimed to be used as a utilitarian people carrier or parts van for the military. VN also produced the AT01-C (Civilian Spec) model, with up to 8-seats in the back. These models were made with interchangeable parts, offered in base spec RWD or 4x4 top spec with manual differential locking.

The sole engine offered was a 2.5L Inline 4 producing 72hp tuned for smoothness by utilising balance shafts. It was able to reach almost 67mph given enough time, from its slow 36s to 60 time.

The “G-Spec” vehicle was equipped with specialties such as armour plating and bulletproof windows. Specialised for Letara, it comes with interior rear door lock and side-door internal handle removal, as well as this the G-Spec is painted only in the civilian spec Vizzuri Azure, making it seem identical to the C-Spec vans. With the van being extremely basic, it wasn’t winning any comfort awards, though it made up for it in spaciousness, low running costs, load & towing capacities and offroad capability.

Vizzuri 4700 '46

Shown in Azure with Black cloth & Dark wood interior

Shortly after the Vizzuri Special came the 4700, a specialised race car for the road. The test car was driven before mass production at racing events to help boost the brand recognition, with Dante working on and racing it at events worldwide, even managing 24 hour endurance events with the mighty 4.7L V8 him and the Vizzuri engineers created.

The 4700 uses a ladder chassis to make working on the car at race events as easy as lifting the aluminium body and panels away for any work needed. Even with a less ideal chassis for racing, it uses double wishbone suspension all around to make up for that. Mass weight reduction was done by using wooden components in the interior, and lack of safety in design, though Dante shrugged it off to fellow engineers as “Just don’t crash it, idiots.”

The potent powerplant of a 4.7L V8 that produces just over 200hp paired to the light 1071kg weight was able to send the car well over 120mph on various highways in Italy under testing. It could also achieve a somewhat speedy sub 12s to 60mph, though with the high diameter wire wheels and big brakes, skinny tyres didn’t do it favours in performance, but for looks and somewhat stable braking? Yes.

Dante planned to enter the Vizzuri 4700 in the annual Portunis Cannonball Run every year from '46 onward. His team name would be Scuderia Vizzuri (#8), with himself and fellow mechanic: Zeno Pesaro as the navigator.

Two other teams that had bought a Vizzuri 4700 each would be entering also; Hilma Metz & Ricki De Felice’s “V8 Magnifique” team (#9), as well as Bob MacCallum & Alex Frost’s “Highway Outlaws” team (#11).


Vizzuri Special '46

Vizzuri National AT01-G '48

Vizzuri 4700 '46



Capital Motor Co. was founded by a young yet powerful industrialist called Lucius Mako during the early 30’s. the first factory was settled in close proximity to the capital city of Buenos Aires (hence the name) in Argentina, and quickly setting itself apart from the other national brands by producing executive vehicles for the higher classes, usually related to the country’s politics. Mako himself was a very controversial figure, having founded his company shortly afther the first coup d’etat on the country, supposedly using funds from the state.

A decade later, Mako decided to set his company abroad, particularly in countries where big oil and mining industries had some political influence. Then, in 1948, the Capital Commodore K6 was shown to the public for the first time

Knowing that the brand was barely known outside of Argentina, Mako decided to produce a more “conventional” car that stood out more for it’s exterior design and interior quality. The Commodore K6 was sold with a 2.8L I6 that delivered 98hp, giving the 4-door sedan a fairly decent performance for it’s size.

On the other side, there was also a stripped-down trim, aimed mainly at cab companies and public services like police departments, in an attempt to gain some influence on these sectors

And for the wealthy? Well, he addressed the Coachbuilding company Pegasso to build a custom 2+2 Gran Turismo body on the K6 platform, with handmade interior, and comissioned a unique 5.6 V12 made by joining 2 I6s from the K6. This was the Commodore K12 Turismo Pegasso

Mako wasn’t very interested in racing, so the company wasn’t involved in any competition, but a small team of engineers from the company decided to assemble a racecar ounting the V12 on a short wheelbase version of the Commodore. Thus, the Project KR12 was born.

Since they didn’t want to let Mako know about this concept, they were forced to search for sponsors and do the testing abroad. They went on to race on the Portunis Cannonball Run as a private team with a custom car, dubbed the “Silver Bullet”, with the hopes that, if they got noticed, it was because of a race victory.


Greetings Comrades

Why not take a look at our inventory?

Popas Rushba

The glory of the motherland: The Rushba. Dirtcheap and easy to repair. Whatever you throw at it, the body wont move. It has room for your whole family, plus Babuschka. The Rushba is powered by a 1.5L four cylinder bringing the car to a safe speed. If you need more room or live somewhere in the nothingness the Rushba also comes in a wagon variant with a offroad drivetrain.

Popas Bukhanka

The Bukhanka, the car of the workforce. What can this car be not? We use these for everything. From schoolbus, to firetrucks and there are even some at the frontlines! And why wouldn’t you want to use it as everything? If you need to fix something you can probally just use random scraps and old train tracks

Popas Rezak

AH DON’T LOOK or i have to kill you. We build secrect prototyp for this race. We are testing some tech we learned from the war and rockets. We build a new secrect engine for this, and made this very sleek. But shuush now, nothing to see here

Popas Osel

Sometimes even a Bukhanka can’t move everything. For these cases we got the Osel. These things run on the country roads moving stuff hours between city. These come in many sizes. 4 wheels, 6 wheels there are even some 8 wheeled ones for military. At the moment we are using these to bring our stock into the country, so you probally gonna see these hauling around car trailers and containers for us


The Aero Move

We’re going small!

About Aero
As far as Lentara is concerned, Aero is a Japanese microcar manufacturer.

I initially came to use the Aero name on the forums as a generic Japanese brand, intended to cover anything that didn’t make sense for my main American brand; the name “Aero” comes from a lego car I made once as a kid. However, for this challenge, I plan to solely specialize on one type of car: the microcar. Small cars, with small engines, and big aspirations.

About the Move

Small, cute, and new for '46! The move is Aero’s entry into the Lentaran car market, and it dreams to control the very bottom of the market. By being reliable, efficient, refined, and most of all cheap (in a good way), the Move will make the perfect city car, entry-car, commuter car, light duty work car, and more!

The car is limited in its home market to 360cc, but without such restrictions in Lentara, its I3 gets to enjoy as much as 786cc! This gives the car whole 19hp and 34lb/ft of torque, which is enough to get the car up to 55mph (88kph) while achieving only 37mpg (6.3 l/100km) (Speed and economy varies based on what body style you choose)! It also comes with Aero’s signature quality, including a refined interior, a well rust-proofed chassis, a stylish semaphore turn signal, and 2 whole mufflers;* all for less than 11500 after tax!

*Lack of mufflers was actually a design nessessity, not a choice, as Aero couldn’t find any manufacturers to make exhaust pipes small enough for the engine. In order to make sure the engine could breathe properly, the company had to find and bolt on the cheapest mufflers they could find.

To help promote this small sensation, Aero also built a limited run 200-car performance model called the “Bullet,” aimed squarely at the Portunis Cannon Run. This still-relatively-cheap version features a bored-out 1270cc engine with an upgraded carburetor and exhaust (including no mufflers for funzies) running on improved tires and featuring an improved interior to meet regulations.

With a 0-60 of “I hope so” and a top speed of “whatever mood gravity’s in,” the small Bullet hoped to out-maneuver and outlast the competition with it’s nimbleness and high fuel economy. But really, its only goal in the race was to prove that a small car can still play with the big kids!


Mara Goes Letara, Ep. 1-2

Previous post

17th October 1947, Lerance Airport, Letara

Fedor Piechov, Mara’s chief development engineer, and Rodyn Gumprov, a junior engineer working under Fedor, exited Lerance Airport in Letara on a cool October morning. They made their way to the row of taxicabs. Both carried a briefcase, and Fedor’s contained Mara’s official bid for the Letaran government van. They had figured that a high-ranking Mara comrade executive handing the bid document over in person would add to the impression of the seriousness of their bid.

They entered a taxicab and rode in silence towards the government district in the close by Letaran capital of Lerance. “You are here on business?” inquired the Letaran taxi driver.

“Yes”, was Fedor’s curt reply.

“We do not get many visitors from other continents. I hear you are at peace again now?”

“Yes. For two years, actually.”

“Well, then welcome to Letara. I hope you can have some time off and see what our capital has to offer.”

Fedor nodded, inconsiderate of whether the driver just happened to look into his rear view mirror at that time to notice the gesture.

After arriving at the Letaran Ministry of Transport and exiting the taxicab, Rodyn wondered aloud. “On the way, I had a good look at the range of cars on Letaran roads. Some look quite different from ours. I wonder whether a wartime icon would not stand out.”

“I don’t think it matters”, Fedor replied. “For us, the HD6 is iconic enough to associate them with the war. But it is not iconic enough to make it into the history books on another continent. Our Konyk jeep might, perhaps. So the Letarans might never know the true roots of the ‘Visim’ that we are going to submit.”

Rodyn nodded and followed Fedor into the ministry building. On their way up to the right floor he wondered why all government buildings seemingly had to look alike from the inside.

Upon arrival, they were directed to take a seat in a small waiting area. While they were waiting, Rodyn had a final look at the artist’s sketch on the second page of their submission.

Outwardly, not much had changed compared to the familiar apperance of the HD6 - except that the sandy-brown military paintjob was replaced by a neutral white one. Rodyn assumed that the Letarans could possibly add some generic fake company names or so to the sides. Metal window blinds were added to the side and rear windows to hide the true nature of the vehicle.

The interior was rearranged to have three separate compartments: the driver cabin in front, one middle compartment with a front-facing bench and a rear compartment with a rear-facing bench. The middle compartment was accessible through the suicide side doors whereas the rear compartment was to be entered through the split rear doors. A few more minor touches were added to the interior as well, in-line with the brief. And under the hood, the somewhat overengineered flat-4 engine was simplified and retuned, and the whole car was made easier to drive for civilians as well.

After a short while, Fedor and Rodyn they were ushered in by a government aide to hand over their brief to the Letaran state official in charge.


Mara Goes Letara, Ep. 1-3: Getting ready for… prototype testing?

Previous post

17th October 1947, Ministry of Transport, Lerance, Letara

As Fedor and Rodyn left the building after handing over their bid for the Letaran government van, they started to look for a place to have lunch. On their way towards the city centre, Rodyn grabbed a Letaran newspaper from a newspaper box. Fedor threw a curious glance at Rodyn but said nothing.

They found a nice restaurant with an outdoor patio and sat down.

Rodyn’s eye caught an advert on the flip side of the newspaper that he had thrown on the table. The advert spoke of a ‘Portunis Cannonball Run’. He needed a short while to make sense of the strange term and the whole advert.

“Look at this. They are running a yearly rally across Letara on closed public roads. The roads here look pretty okay from what I have seen. Imagine we would do something like this back home - that would be torture for any suspension. Even for our indestructible Konyk jeep, probably.”

Fedor’s interest was piqued and he took a closer look at the advert himself. He did not say anything for the moment and instead studied the menu in parallel that a waiter has brought in the meantime.

When the waiter came back, Fedor asked him whether he would know more about the event.

“Oh yes, sir, this has been a big event in the last two years. They close off some key roads through the city - and these cars are loud! And fast! All sorts of weird vehicles - and drivers - about. Best week of the year for us though - because they are hungry, too.”

“Thank you”, Fedor replied and ordered food and drink after a short deliberation. Rodyn followed suit.

Rodyn noticed a sudden unease with Fedor, quite out-of-character for him.

“Anything wrong… sir?” Rodyn had to think a second for the correct term. Publicly, he was supposed to address Fedor as ‘comrade’, but in private Fedor strongly preferred the more traditional ‘sir’ from his subordinates. Rodyn came to the conclusion that the current situation counted as private, despite sitting publicly outdoors, since it was reasonable to assume that no fellow Archanan would be around to hear their conversation.

“Not at all, not at all”, Fedor muttered. “Just tried to think where I would get an appropriate car to take part in the rally. This sounds like a very… entertaining endeavour, wouldn’t you think? I would not buy a car, of course, just for a one-off race in a foreign country.”

“I suppose…”, Rodyn began. “What I said earlier. Taking part in such a race would be torture for regular production car components… which is exactly what we had started doing with the first prototyped parts in the P47-1 project.”

Mara had started a new clean-sheet development project of a regular passenger car in January of 1947 after it quickly became clear that sales of their civilianised versions of the military JC-9 jeep - available as closed soft-top five-seater as well a bench-seater pickup under the name Konyk (‘grasshopper’) - had been spotty at best and below sustainable figures in the long-term in post-war Archana. Rodyn had been among the development engineers in the P47-1 project before Fedor had seconded to the Letaran government van project.

The civilianised Mara Konyk which was not regarded as a sustainable long-term product offering for the fledgling company

“What are you suggesting?” Fedor wondered.

“Well…” Rodyn wasn’t sure whether to outline his wacky idea in its entirety to Fedor. “At some point, we should have some working P47-1 prototypes for comprehensive testing. Theoretically… a prototype could be entered in the Letara rally as part of the testing programme… if officially authorised, of course.”

Fedor stared into the distance. In the meantime, their drinks arrived, and Fedor took a sip. “I suppose… I could give such an authorisation. But with what the waiter said - I don’t think the Konyk-derived 1.3 litre engines would leave much of an impression on the field, would they?”

“Probably not”, Rodyn conceded. “However… technically speaking, we don’t need that engine in there for testing. The engine is a tried-and-true wartime construction, largely unchanged for the P47-1. I don’t think we’d get much more insights endurance-testing it once again compared to everything else which is probably going to be pretty much new. In fact, the weak engine might actually give us problems to properly test the rest of the car.”

“How so?”

“There is not much power we can extract from it, even if we really want to”, explained Rodyn. “We actually had started looking into alternative testbeds for brake and suspension load testing beyond the low limits the Konyk engine allows us.”

“Such as?”

“We had not gotten far before I was assigned to the van project, and there were many other more pressing things to worry about. That said… we could check whether we can fit the government van’s engine into the P47-1 chassis. Being a bit less than twice the size, it also has at least about twice the power of the Konyk engine in current form, and I am sure we can extract quite a bit more, if top end-power is going to be the main concern. It’s not an ideal configuration, undersquare at all, but it may be the best thing that we have… if it fits.”

Fedor pondered the points raised by Rodyn. As their main course arrived, Fedor said to him. “Consider yourself reassigned to the P47-1 project, specifically for prototype testing programme development. When we are back, the first thing for you is to check whether the HD6 engine indeed fits into the P47-1 chassis. If yes, I’ll assign one of our engine specialists as well.”

Rodyn’s hand with a fork stopped halfway towards his mouth, as he listened to Fedor’s new directives.

Fedor continued. “I declare that we indeed need some high-performance prototypes for testing the P47-1 chassis and components. Make it happen, as I plan to spend one week of my annual leave next year or the year after in Letara, rac… er…, testing a completed P47-1 prototype under special circumstances!”



History of Wolfe Motors, Chapter I

This is a whole bunch of lore stuff if you do not care about that

October 2022 - The great white north

(That's Canada, eh?!)

Grandson - “Hey grandpa! What is that wolf thing you have on the mantle?”

Grandpa - “Oh, that’s an old Wolfe emblem.”

Grandson - “Why do you have a wolf there?”

Grandpa - “No, that’s no a wolf, it’s Wolfe.”, then he mumbles “If you mother did not have her way, it would be your family name also…”

Grandson - “Wolf?”

Grandpa - “No.”, he shakes his head, “Hey kid, listen to me, I’m saying Wolfe, W-O…”

Cuts to 15 minutes later

Grandpa - “Nevermind. You would not understand. Back in the good old days, Wolfe meant something in this town. Come and sit here near the fireplace for another one of your famous grandpa stories.”

(narrator) And we’re all so excited right? The six year old grandson moved closer and sat down next to his grandpa on the wolves skins near the fireplace. Yes, wolves as in wolf. W-O-L-F skin. Pay attention, please. You’re good?

Grandpa - “The year was 1935. Your great great grandfather Lewis Wolfe had just started his business a few years back, modifying GMs engines and doing custom work for the local market. It was around the time your great granddad Noel was born. Do you remember him? I think you were 2 years old when the old man croaked.”

He mumbles somethings unintelligible.

Grandpad - “No? He always had a bottle with him? Anyway, he was always hanging out in the shop with his father, the little scamp. He was about your age I think… One time, I heard that he…”

(narrator) looks at his watch Ok let’s do a flashback here instead, it might be more efficient.


(narrator) The year is 1935. Everything is in black and white and stuttering. Imagine an energetic piano track playing in the background. Lewis Wolfe, with his 5 years looking fondly at him, was working on a big engine.


The subtitles of the motion picture said. Then a piano crescendo comes in as Lewis gets an golden idea and raises his finger toward the sky, in triumph.

(narrator) The year is now 1941. The local GM Regina plant is taken over by the Canadian government and repurposed as the largest munition plant in the region. At about the same time Lewis was conscripted into the army for home defense during the war.

Until then, he had been pretty successful, he bought a coachbuilder in the area, multiple competitors and expanded even further into the province. He started making custom cars for rich people, body and engines - his dream a few years back, remember the Eureka moment? Lewis was now some kind of a big deal industrialist with many companies under his name.


Said the subtitle as he pulled Noel up in the air in front of his Wolfe custom body & motor shop. It would become Wolfe Motors very soon.

Things slowed down during the war, but when it ended, GM decided to not take back the plant as production techniques and the supply chain changed so much. Lewis had a plan.

He stepped in a crowded meeting room full of impeccably dressed men.


Said the subtitles, as the piano took a suspenseful turn.


The most alpha looking businessman shook Lewis hands. Noel, who was just behind his father, raised his hands in victory.


Said the sub… do I still need to explain that part? We’re nearly done with this flashback anyway.


(narrator) The year was 1945. He could produce a few hundred cars per year then, but a plant was a game changer. As a shrewd industrialist, he slowly ramped up the factory over the next 10 years, starting small thanks to governments loans - you know, he was lucky to be an industrialist.

A first prototype, the Wolfe Deluxe Sedan came out in 1946 and only 100 of them were built. The look was a bit retro, harking back to the 30s grand tourer. It was far from cheap. After two years the first real production lines were in service and a Deluxe, Executive and Custom line was done. He still worked on more unique and custom-built model himself in his shop.


(narrator) We’re back in 2022.

Grandpa - “And that is how the most awesome car company ever was born!”

(narrator) cough Well, there might have been a bit of embellishment here and there…

In any case, the grandson was already gone. Probably bored to death - I am sure you were, imagine a 6 years old looking at black and white moving pictures with piano and subtitles. Boring much?

The old man was still talking alone, in front of the fireplace, but it wasn’t relevant to the story anymore so we do not really care. I think we can call this…


Letara 1948 - Consumer & Govt Market

To be young and carefree. The first real production line coming out of Wolfe Motors hit the Letera market in 1948 (well, it hit everywhere that year if you want to be pedantic.)

The offering was great, we swear. Wolfe counted on 3 trims to be the bulk of the sales in Letara.

Wolfe Deluxe Eight Sedan

For the posh city dweller, the Wolfe Deluxe Eight Sedan was to be the flagship of the marque. A full luxury offering, the 240cid V8 was pretty powerful for it’s time at around 200 american hp (so only real 130 hp, which was still pretty awesome if you think about it).

It had an independent front suspension and rear solid axle. It was comfortable with a hint of performance. The 3-speed manual was able to get the car to 100km/h in under 12 seconds with a top speed of around 160 km/h… which was a feat considering many cars could not even make it to 100 km/h.

The Wolfe philosophy at this time was whatever Duesenberg philosophy was in the 30s. It was not agile, but was not a big boat either. It seated 5 people comfortably and had cool suicide doors (but only 2 - a bummer). To make it truly unique, the top and hood was unpainted with a brushed steel surface, for the truly exclusive look. Many chrome trims all around, and coloured wheels completed the sleek look. Ohh, do not forget about the spare wheel cover on the back trunk.

Wolf Executive Six Fastback Sedan

The next model to make it to Letara was the Wolf Executive Six Fastback Sedan.

This was for the more sporty oriented. Still a fully premium car, it had a 225 cid inline six in there. Smaller, but it still packed 100 hp. It offered a bit of performance at a much lower price point. It seated four instead of 5, and used the same basic platform, but with a fastback body. The 3-speed manual used a Rack & Pinion instead, giving it a feel of sportiness.

It was slower but still exciting, from 0 to 100 in slightly above 14 seconds and toping out at 150 km/h. Less chrome, no visible spare, but plenty of style.

Wolfe Custom Six Pickup

Now lets go outside of the city in the countryside. The Wolfe Custom Six Pickup is a true but still stylish workhorse. Still cheaper than the Executive trim, it was still using the same engine and platform but a few corners were cut here and there. I was not 4x4, but could handle itself in the field and the dirt roads without problems with its AT tires and suspension.

Simple and reliable, no pesky radio to break down, but still a status symbol.

Wolfe Special Six Wagon

And finally the wagon. The model shown here is for a government bid - the Wolfe Special Six Wagon. It included exterior locks on the rear dual doors and no inside handles for the rear compartment. It was also isolated from the front cab with steel panels and heavy windows. The 2 rear benches were sideways for the lucky tourists. Everything was reinforced at the cost of weight, and this model had very simple engineering - the platform was modified for a dual solid axle setup for example and the inline six was modified for the job.

Hopefully it will convince the govt of Letara to invest in Wolfe Motors.

Choices of colours are bountiful across the whole line - Bermuda Green, Regal Red and Hawaiian Blue were the most popular. The two-tone was also quite in demand.

Wolfe - be crowned a king.

Letara 1949 - Wolfe Racing

Wolfe 200/200 Edition Coupe

After a successful first production year, Lewis was a bit sad he had less time to do custom work. Seeing performance events, rallies and races being announced all around, he decided to do something crazy - a race car. He always wanted to build a racing engine, and he did, a 268 cid 200 hp engine (a real 200hp this time). The redline was toping out at 5200 rpm with a triple carb setup.

The end result was the aptly named Wolfe 200/200 Edition Coupe. 200/200 because it was 200hp and could reach 200 km/h. A weird unit of speed for Lewis who is used to miles, but he wanted to participate in European races and his marketing team was adamant the name was cool, but decided to start to test his car at a small event in Letara - the Portunis Cannonball run. If he humiliates himself, it’s not Le Mans at least.

It used the same platform as the mainlines, but much improved. A 4-speed manual was provided, larger sport wheels, an offroad skidtray for some rally goodness, a sporty interior, the Rack & Pinion system used on the executive line and a whole lot of weight saving.

The look was striking, with much more brushed steel surfaces and a charcoal paint. It had an inclined radiator as well as mesh covered headlights and more wired rims, making it look more aggressive. While the name was not yet in use, this is the genesis of what would become Wolfe Racing.

Let’s race!


The SAETA Family

Exciting yet affordable, arriving in Letara for 1952

SAETA company

Founded in the late 40s, SAETA would try to bring a premium driving experience to the more cost-concious buyer. They didn´t have a choice though, since the spanish nation was still recovering from a terrible civil war and there was almost no demand for expensive cars. Their first car would be the Albor (sunrise) sedan. The monocoque chassis would be a novelty for most buyers, as was the overhead-valve, alloy head. Low fuel consumption and agile handling made the car stand out against it´s competitors. It was available in various trims. Starting at the bottom, we had the Viajante, a stripped down version equipped with a downtuned engine and reinforced suspension. It was mostly sold in the wagon body-style. Then there was the standard Albor, and above it, the Sprint version, only available with 2 doors, and featuring a more powerful version of it´s engine.

SAETA Carrera Coupe
The Carrera Coupe (or CC) was meant to be sold to the more hardcore racing fans. Based on the Albor chassis, serial work was done at the rear, fitting a swing axle rear suspension, which worked slightly better than the original rear axle. With the aim of reducing weight to the minimum, the roof was removed, along with all the body panels which were replaced with aluminium versions. Generous reinforcement was installed to compensate, though, and in the end it turned out 200 kilograms lighter than the original car. To propel this little car, a bored out version of the engine was used, and while the horsepower figure may not seem impressive, with such a low weight it didn´t need any more power. To make it legal in Letara, windshield wipers had to be installed. It doesn´t even have a windshield, SAETA engineers said, but they were forced to install them anyways, and so, a extremely useless manual wiper was installed, but it was deemed enough.



Just a reminder that there is one week left for submissions - deadline is Oct 23. @ 11:59 PM UTC; no exceptions.

I know some cars might’ve been altered by patches/hotfixes, and may have been pushed over the legal limit in some instances - especially imporant for the race class. I will allow resubmissions in those cases, but it is your responsibility to check your cars, contact me and send a new file. Illegal cars will not be allowed to participate in the racing!

One more reminder for everyone:

  • Put all of your communications to me (e.g. submissions/lobbying/questions etc.) into one DM thread with the topic “LHC - <YourForumName>” please.

If you don’t know how to find your previous messages, see the tutorial by @AMuteCrypt in the ALC OP.

So far I’ve still had to ask over 50% of the participants to change the thread title (tally as of now: 7/12). It really helps me to keep things organized in this large challenge if the threads and cars are appropriately named! It’s big bureaucracy at its finest.

Thank you - the Government of Letara

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: P&A goes to Letara

Quick P&A lore rundown

Founded in Sydney in 1881 by friends Frank Planton and Bill Ardent, Planton and Ardent (P&A for short) quickly established itself as Australia’s premier luxury coachbuilder, building numerous well-known high end cars. Between the wars, they decided that they’d take a bold step forward and build their own cars, acquiring surplus and (at the time) reasonably modern plane engines, and waiting for investment. That investment didn’t make it before the war, however, and they were forced to spend WW2 making transports for the war effort with not a single road car to their name. After the war, the truck business was spun off into its own subsidiary, P&A Trucks, while the main company went to work on their long put on hold car.

In 1946 they finally launched their first car, the P&A Sportsman, to wide reactions of “What?”

While it was a beautiful luxury car with a well appointed interior, the car was powered by a 5 litre surplus aeronautical inline 4, which while it made decent power, was widely panned by the media, leading to agonisingly slow sales. Other cars picked up the slack, but it was left to shamble on for eight years.

1948 P&A Trucks Loadman “Bus” government transport

Lore and pictures

P&A’s first foray into Letara technically wasn’t even by them, the Letaran government was seeking proposals for a “legitimate” tourist transport vehicle for 1948, and P&A Trucks, preparing their Loadman line for launch in the same year, saw an opportunity. Planton & Ardent themselves also saw an opportunity to establish their name in the country before a wide launch sometime in the future.

A short while later, a proposal was sent off for a “Bus” version of the Loadman van, which would be provided to the government at the same time as actual Loadman Buses were sold to the public to provide cover. Modifications for the government version included sealed doors on the right and rear of the bus, with extra armour on the rear as well, strong curtains that could be secured in place to hide the contents from the outside world, and restraints on each seat that “tourists” could be handcuffed to.

The Loadman itself was a capable streamlined bus/van/small flatbed truck. Fitted with P&A Trucks’ new 4.5L Small Straight 6, it made decent power and torque, enough to propel the bus to 100km/h in 15 seconds, and more than enough to comfortably carry a full compliment of 9 people and their luggage (with the optional rear facing jump seat). It was even seen internally as so good looking that it would inspire future P&A cars!

Historic picture provided with the proposal to the Letaran government

1954 P&A Sportsman Mk.II Straight 6

Lore and pictures

For a flagship car, by the early 50’s the Sportsman sure didn’t feel like it. A car from 1946, with an engine originally from a plane in the 20’s, that (unsurprisingly) sold extremely poorly could surely only be an exercise in stubbornness. But P&A had a plan for it, and by 1954 they released the Mk.II, much to most people’s initial disappointment.

It was pretty obvious to see why, it was just the original car with some minor tweaks! And in reality it was, with the base chassis and body still being the exact same as the original 1946 car, but looking closer the minor tweaks started to make a lot of difference. The grill and front end were all tweaked to allow for the new parking lights and individual high beams, the interior, while looking largely identical, was of much higher quality, and it was offered in LHD for the first time thanks to being sold in Letara, but all of that paled in comparison to what’s under the bonnet.

The old, rattly, loud Neilson 4 cylinder was gone, replaced with a 5 litre version of P&A Trucks’ Small Straight 6, that was specifically tuned to be less agricultural than the original truck version. Making a quite sizeable 164hp and 352Nm of torque, it could get to 100 in a respectable 13.5 seconds, and thanks to the new gearbox could go on to reach a monstrous 180km/h.

Marketed almost exclusively to well-to-do people with more conservative design tastes, who wanted a big lazy cruiser to travel to their holiday house(s) in, the Mk.II would soldier on until 1964, receiving numerous tweaks and additions during its lifetime, but its performance in P&A’s first LHD market, Letara, were a whole other story.

Photo from the press event launching the car in Letara.