Well two bins is rather unfortunate. But atleast I get to race! (And do horribly)
1 Like
Well, the techpool issue might be caused by the fact I had to copy the car some times to try alternate configurations, and this in a very very short period multiple times after the updates. Company TP and Sandbox TP usage confusion added up to that.
Well, shit happens. I feel a bit sour about it but thats a general feel and not against the host so please dont get me wrong. At least the consumer cars seem to have worked. And looking at that massive bin list I am not the only one with that kind of trouble as it seems.
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RIP the Vizzuri gov streak, I’m properly shocked I set it to 1994, must have slipped lol 
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It’s a shame really, would have been cool if you had managed to nail every government entry! 
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The Downfall of Iron, Part 3
Background
DCMW’s origins are explained here.
By the late 80s, DCMW’s original lineup of luxury and more luxury had ballooned into everything from $10k commuter cars, $300k+ limos, 400kph+ hypercars, everyday hatchbacks, offroaders, delivery vans, pickup trucks, and more. Some were “also rans”, some were bread and butter that formed the bulk of sales, and others were halo masterpieces representing the core of DCMW’s strengths. Import limitations meant that not even a representative half could be deployed, so long and careful consideration resulted in a decision to showcase the top priorities: 1. interiors, via a luxury premium sedan of the highest caliber, 2. performance, via a Muscle-tuned Personal Luxury Wagon, a concept invented (or at least named) by DCMW, and 3. comfort and everyday practicality of a family wagon in the Premium or lower Luxury categories.
However, several ill-timed misfortunes conspired to botch the showcase. The steel shortage resulting from Archana’s ongoing government collapse was just beginning to affect vehicle production, and was in part to blame for the unavailability of the family wagon. Instead, car No.3 was a sedan like No.1, albeit in a more accessible price category. While waiting loading onto a transport ship, a major theft incident at the Al Rilma dockyards resulted in car No.2’s interior being partially stripped, along with trim-specific grill, badging, and other exterior details that had to be hastily replaced by those of a different trim line. What ended up arriving in Letara was roughly 2/3 of what DCMW intended to be its showcase.
Quick guide to DCMW nomenclature:
Models are given names, and are normally referred to by (Name) (Trim level), with an optional cylinder count, and in cases of a special tune, its letter.
Trim levels (price ranges are very approximate, and vary by era and market):
Special - <$25k, no side strakes
Standard - $25-40k, one dividing strake in the vent(s) behind the front wheels
Superiority - $40-100k, two strakes
Supremacy - >$100k, three strakes
Vent count is a (very approximate) indication of engine power:
No vents - <200hp
One vent - 200-400hp
Two vents - 400-600hp
Three vents - 600-1000hp
Four vents - >1000hp
Special tunes. All are relative to the model’s baseline:
M - Muscle. Emphasis on straight-line performance with adequate handling.
S - Sport. Emphasis on handling performance with adequate or better straight-line, and reasonable street use.
R - Race. May or may not be street-legal, but even if it is, you wouldn’t want to for very long.
X - Cross-country. Big AT or MT tires, intended for at least soft-roading (in the context of cars) or hardcore off-road use (in the context of trucks and offroader models).
Most combinations are available for most models.
- 1990 DCMW Marqaba Supremacy. The cost-no-object pinnacle of comfort and prestige.
Details
The Marqaba nameplate was one of DCMW’s first, representing a mainstream large sedan. Shown here wearing Sapphiric Abyss paint and the Infernal Boudoir interior package, the Marqaba Supremacy is one of the few DCMW with an automatic transmission, reflecting the intended buyer as someone who prefers to be driven as they repose, coccooned in the finest accommodations.
Heated, cooled, reclining and massaging seats with power rear and manual side curtains. Picnic tables, vanity mirrors, individual lighting for each seat. Silk headliner with a subtle damask print.
Four-zone climate control. In the front, the best CD sound system money could buy. In the back, another of same. An in-console refrigerator, on its lid a handmade gothic cathedral rose window mosaic of flame maple, teak, walnut, blue abalone, and desert ironwood. A handmade Vanden Weelderigplas clock (thanks, @shibusu ), itself costing as much as a smaller family car, front and center.
Lower wood trim is Macassar ebony, upper is French walnut burl, both tung-oiled by hand. Genuine wool main carpet, silk place rugs on top of that. Seats are trimmed in silk velvet and bison hide.
A turbocharged 6.0L V12 was tuned to provide an optimum between speed and comfort. Careful acoustic tuning resulted in engine loudness of just 20.4 and smoothness of 90.0 - a forged steel fist wearing a velvet glove. Far from the reckless excess of previous decades, economy and emissions were among the priorities: the car passes WES7 and consumes 11.9L/100km - hardly an economy car, to be sure, but for 1779kg powered by a 528hp V12 through an automatic all-wheel-drivetrain, something of a feat.
Pricing on request. Additional trim level options:
- Standard (Six) (see below)
- Standard (Six) S
- Special
- Standard Twelve M
- Superiority Six
- Superiority Six S
- Superiority Twelve
- Superiority Twelve M
- Supremacy (Twelve) M
- 1990 DCMW Sharriallat Superiority M. The ultimate roadtrip supercar.
Details
While the simplest explanation for a Personal Luxury Wagon (PLW) is a Personal Luxury Coupe (PLC) with extra cargo room, the concept was an independent development. The Business Coupe was a popular body style in the 1920s-1940s, a car intended for traveling salespeople and similar professions who needed substantial cargo room, and not much passenger room, but good ride comfort for long-distance trips. The groundbreaking 1947 DCMW Sharriallat featured a conceptually simple change that had important implications - the cargo and passenger areas were integrated, repurposing existing space hitherto reserved for cargo, and making it available for passenger use. This extended the vehicle’s role from mere transportation to being a mobile shelter, making it instantly popular for long road trips, and with the advent of 4wd versions, for cross-country expeditions as well.
The 1959 Sharriallat exemplifies the type:
In its home market, the Sharriallat is typically sold with all-terrain tires, underbody armor, a two-speed transfer case, and manually-locking differentials. For DCMW’s Letaran debut, it was instead decided to showcase the company’s prowess for civilized on-pavement performance, so they sent a special version, a modern Luxury Muscle Car - the Sharriallat Superiority M.
With its naturally-aspirated 6.0L V12 making 687hp, performance is as expected: 0-100 in 2.9 seconds, 80-120 in 1.98, 1/4 mile drag in 10.98 and 1km in 19.65, top speed 328kph. Everyday useability may however be surprising: WES7, 11.0L/100km using RON91 pump gas. While not meant to compete with single-minded hypercars, the Sharriallat Superiority M lives up to its trim name in embodying a superior blend of performance and comfort. A record-breaking hypercar may be what you’d like to brag as having driven, but this is the car you’ll want to actually drive, long and often.
The Superiority M is priced about 88k depending on exact exchange rate. Other trims available:
- Standard (Six)
- Standard (Six) S
- Standard (Six) X
- Standard Twelve M
- Superiority Six
- Superiority Six S
- Superiority Six X
- Superiority Twelve
- Superiority Twelve S
- Superiority Twelve X
- Supremacy (Twelve)
- Supremacy (Twelve) S
- Supremacy (Twelve) M
- Supremacy (Twelve) X
- 1990 DCMW Marqaba Standard. Setting a new standard for all-around competence in the <$40k Premium segment.
Details
Not everyone wants or can afford a motorcade-worthy palace on wheels. A more normally-equipped and normally-priced variant, typically outselling its fancier stablemates by orders of magnitude, is one of several powered by DCMW’s secondary engine specialty - flat-six, in this case a 4.0 making 251hp. The powertrain features DCMW’s proprietary Integrated Front Axle, saving weight and space, in the latter case enough for the layout to be considered an FM4 or FMA.
11 Likes
Rd. 5 RESULTS
Chapter 3: the renovated Lerance Raceway opens 1989
Although car company investment in the Lerance Raceway waned in the previous decade, most companies were still enthusiastic about keeping the Raceway legacy alive and return to the venue. Lobbyist pushed hard for a “street-legal GT-style” race series to demonstrate their engineering and tuning prowess through cars that are “accessible to the masses”. In other words, make relatively cheap race cars with minimal capital investment but maximum skill.
With the minimal investment in the Raceway itself, the owners of the track saw little opportunity to make substantial changes to the lay-out. The main focus was to re-open the long track for the GT series, and make minor changes to the track to bring it up to modern safety standards. A few long and fast sweeping corners from the past were re-designed with slower, more technical elements, but the 270 degree “roundabout” was made faster with steeper banking. The long rear straight was broken up by a chicane to reduce dangerously excessive high speeds, and another chicane was added to the end of the straight to reduce speeds in the following sweeper. Finally, modern gravel traps and barriers were installed all around the track.
With the limited budget available, spectator seating was barely increased compared to the previous decade. Instead of increasing seating capacity, the main focus was on the less sexy, but more important aspect of spectator safety: barriers were erected to prevent flying debris to enter the stands and proper egress routes were established. Despite the lack of construction of new stands, it was hoped that with modern televised races overall viewership would actually increase, and that enthusiasm for car racing would remain just as high in Letara as it has always been.
The cars
Left row, left-right: Zephorus 450R @Riley, Levante 320 SuperTurismo @TanksAreTryhards, Benetsch Blitz GKR8L @Texaslav, Mocabey Kemmel GT4 V8 Clone @SheikhMansour.
Right row, left-right: Mons (Porsche) 356A T2 rev5 M @cake_ape, KHI Clara RTV @doot, Wolfram Warlord V12 5.0 GTR @abg7, Tarske SW612 GTRS @Danicoptero, Rhania Rolandier-RS @happyfireballman, Wolfe XSR V8R, @karhgath, Swanson 237 CTRX 61184 @Ludvig, Torshalla Griffin IV @Maverick74, Daniloski KimiKup Letara89 Racer @MrdjaNikolen, DCMW Nashwar LRC @moroza.
Foreground: 1989 special edition safety car (Collis Celer mk1 GT-R by LMJ Design by @Knugcab).
Early in 1989 each company brought a prototype of their prospective race car to the track for scrutineering. Most cars passed with ease, but a few were found to have breached one or more technical regulation(s). After some debate and a public hearing, the organizers decided to allow each car to race, albeit with minor modifications for those in breach. Once all modifications were completed, each car was allowed to do a test run in ideal conditions to set a qualifying lap time, and a few longer runs in various conditions to determine other critical statistics about the car.
The test day was televised and closely watched track-side by many eager fans who wanted to see the new crop of cars to race around the legendary Raceway. Two new race commentators joined the team for the televised portion - AJ Tamarin and Derek Quinn, both former professional race drivers with race engineering experience would endow the masses with their insights and wisdom. Here is a snippet from their conversation during the test day:
DQ: Looking at the qualifying times, it looks like we have a clear top three…
AJ: Well, yes, the Zephorus, Mons, and DCMW seem to have a clear pace advantage over the rest of the field. But as you know there is a lot more to winning races than a single-lap effort. The races will be 100 laps!
DQ: Indeed, you have a point. What about the Benetsch and Mocabey? Do you think they will be duking it out for 4th in the championship? Or are either in the running for a podium or two?
AJ: I’m still looking at the top three… Look, on the long runs the Zephorus seems to be guzzling gas. It’ll need one, likely two more pit stops than the other contenders.
DQ: Yes, and it seems to be a bit sluggish - if that is the right word to use - in certain conditions, but quite easy to drive. What about the puffs of smoke at the end of the longest runs?
AJ: The puffs of smoke may be a little worrisome. but not quite as bad as the DCMW that threw a piston through the block on that last run. That was quite the fireworks!
DQ: I asked them about that. Seems like the con rods in the car are a little… failure-prone. The team was a little secretive, but one of the mechanics blamed the engineers for allowing over-revving the engine, leading to catastrophic con rod failure and pistons shooting through the already stressed engine block.
AJ: Oh, that seems to be a bit of a problem. I wonder how much that will affect them in the races. But what about the Mons? Have you found out anything?
DQ: Not really, actually. The mechanics just quietly got on with the job, and got through the testing program without much drama at all. The car seems to be a little more peppy than the Zephorus, but less twitchy than the DCMW.
AJ: Hmm. Ok. let’s talk about the Benetsch for a second then. It’s a little off the pace, but seems very solid otherwise.
DQ: Indeed! All of its driving character points to a very solid car that can perform above and beyond whatever conditions are thrown at it. It is also pretty good on gas, and has shown no real issues with reliability either.
AJ: Yes, if any of the top three struggle in any race, the Benetsch will surely pounce and take the opportunity for a podium, maybe even a win.
DQ: Let’s also not forger the Mocabey. It is only marginally slower than the Benetsch, and seems to handle even better! Surely it will be up there too, no?
AJ: Yes, I think so. Its two main weaknesses are fuel consumption, and some minor reliability issues seemed to creep in during the longer runs. Nothing major, but may be enough to drop them a little back. However, I would not count them out by any means!
DQ: We have one more car under the 6-minute mark: the Torshalla. Quite a bit off the leading pace… but…
AJ: But, they have built a reliable car. It’s not the easiest to drive, but if the driver keeps it on the track, and there is much mayhem up the road… who knows….
DQ: A podium?
AJ: Like I said, if there is carnage up ahead. And the drivers stay ahead of the cars behind.
DQ: Indeed, the Tarske and Levante are not too far behind, even the Wolfe could be considered of this mid-pack.
AJ: That’s a bit of a stretch, but you’re right. In the longer races the pack tends to get stretched and compressed as reliability and driver fatigue make their presence known.
DQ: Speaking of which, the Tarske mechanics seemed pretty busy in the garage, what happened there?
AJ: The mechanics said that they had to deal with some micro-fractures in the engine block. Perhaps they pushed their little B6 a little too far.
DQ: That sounds a little worrisome. But the drivers I talked to were very happy. They told me the car was easy to drive. So as long as the engine holds, they are in good shape they reckon.
AJ: After talking with the Levante and Wolfe crew, I heard similar stories in both garages. Mechanics and drivers alike satisfied and hopeful for a strong showing.
DQ: All right, let’s take a look at the tail pack with qualifying times above 6:10 now. What do you reckon are the hopes of these cars?
AJ: It’s always tough being near the rear. But that doesn’t mean that the fight for points is over before it begins! Some of these cars have absolute bomb-proof reliability, such as the Swanson, KHI, and Daniloski.
DQ: Indeed. As the saying goes, to win, you have to finish. Period. And barring anything drastic happening, these cars will finish strong, without reliability affecting their pace one bit even near the end of the 100 laps.
AJ: Yes, they may fall behind, but their chance is catching up in the late race as the faster cars start to falter.
DQ: Especially the Swanson seems to be cut out for this tactic. It is so easy to drive, that driver fatigue will also be a negligible factor.
AJ: The Rhania…
DQ: and Wolfram…
AJ: Yes, both cars… Well, they qualified in the same pack too, however their reliability doesn’t quite match the others. And while the Wolfram has great driving characteristics, it may be hard to no fall off the rear toward the end of the marathon races.
DQ: So, you’re not putting your money on these two, is what you’re saying?
AJ: I mean, crazy things do happen during races, right? And with the top 10 receiving points each race, I predict even these cars to occasionally pick up a point or two.
DQ: Well, that about concludes our coverage of the pre-season test. Thank you all for listening…
AJ: And see you on race day!
With the above information in hand, eager Letarans wanting to test their fortunes will be able to make “informed decisions” regarding their bets come race weekend. What do you think, how will these races pan out?
…to be continued…
18 Likes
Derp. I raised the revlimit as an experiment and forgot to put it back. I hope the chucked piston pleased rather than maimed the crowd.
Minor correction: the DCMW was a collaboration with @DrDoomD1scord . Any points it earns should be evenly split with them, assuming they’re otherwise participating.
2 Likes
Any news on the progress? 
2 Likes
Fair question. All spreadsheets and judging and ranking and all that jazz was done a while ago, I “just” have to find the time to write the stories. TL:DR on that - new year, new job, new RL commitments means that I’ve been honestly just too tired after work to do quality write-ups. Rather than publish something sub-par, I want to do justice to all the fantastic cars that were submitted. Apologies for the delay, and I hope that when things start coming out, it’ll be up to the same quality as you’re all used to!
(Insert mandatory “soon 
”)
9 Likes
Rd. 5 RESULTS
Chapter 4: Consumer car segment 1985-1995 - Utility
Left to right (rear row): Mara Zorvan 1.3 R @AndiD, SUMA M232 Camionero Vanbody @Banana_Soule, Capable Troweler Van @Vento, CYD LT-CV @quiz, Garland B1000 Aerovan @ChemaTheMexican
Left to right (front row): SUMA M232 Camionero @Banana_Soule, Capable Troweler Truck @Vento, Stellar Trekker H’Ute @donutsnail, 1988 Van Zandt Brazos @VanZandt_Breda, Rhania Raider @happyfireballman, Vizzuri Laonda Vantaggio @Aruna, Rhania Raider Hurricane @happyfireballman
The economy of Letara was booming during this decade, so the volume of cargo and goods that needed to be delivered throughout the country increased steadily. However, the choice of vehicles to move goods and make deliveries shrank during this decade, forcing companies and individuals alike to rely on a few workhorses. While this was not necessarily in the favour of the consumer nor the economy at large, it would prove to be a boon for those companies who chose this segment as competition was limited.
On the delivery van side of the segment, the first - and cheapest - vehicle to capitalize on the growing market was the Mara Zorvan 1.3 R. This small panel van was based on a regular car chassis, yet had a deceptively large cargo space. Its small engine was not fancy nor powerful, but was just strong enough to carry a full load of goods at acceptable highway speeds. With decent reliability and fuel consumption figures, owners of a fleet of Maras could not complain, and the divers were happy with how easy it was to drive and cold not complain too much about a lack of comfort. This all sounded very positive for the Mara - but something has to give - and that was safety. The Mara barely cleared the minimum crash safety standards in Letara, so it was best to avoid accidents in the first place. But overall, this no-nonsense budget offer was one of the main staples of intra- and inter-city transport of small goods in Letara in this decade, and considered a large success.
With a wheelbase of just 188 cm, the Capable Troweler Van was even smaller than the Mara (223 cm), and had a matching smaller I3 engine. Due to its smaller size and weaker engine, it could haul less, but had about the same performance as the Mara on the road. The Capable cost nearly $5000 more per unit to purchase than the Mara - the cost was the result of more expensive engineering choices, such as partial aluminium panels, a semi-clad undertray, and more advanced safety options, resulting in better weather resistance, reliability, and even comfort. To offset the purchase price, the upkeep of the Capable was dirt cheap, mostly helped by excellent fuel economy. The Capable was superbly suited for deliveries in the tight inner cities. Speaking of tight, its fuel door was squeezed in behind the driver’s door and was so narrow, that a special funnel had to be used to refuel, since the standard gas station nozzles did not fit. The purchase price was a little off-putting in comparison to the Mara; nevertheless, more forward-thinking businesses who thought about the environment and long-term benefits opted for the Capable as their small delivery vehicle.
Released in the same year, the Garland B1000 Aerovan was the polar opposite of the two smaller vans. It cost more than double the Mara, and its upkeep was more than three times that of the Capable. But then it was a proper size van with a leaf sprung live rear axle that could haul more goods in one go. With its large V8 engine it was really quick too - although it did come at a cost, with the Garland having by far the worst fuel economy in the entire segment. It was quite heavy and hard to drive, but it was safe and relatively comfortable, and considering its added weight it was laudable that it had a shorter stopping distance then both the Mara and Capable, even fully loaded. So it would seem that the Garland would be the best candidate for longer distance cargo transport, and indeed it was mostly used for just that. What held it back from being the delivery vehicle of choice for rural areas was its poor off-road capability; not as much a problem with the improving road network, but still a small hindrance to all-round transport. So the Garland was mostly used by companies delivering high-value, time-sensitive cargo in the more developed areas of the country, but otherwise it was not a very economical option for most companies.
The 1989 SUMA M232 Camionero Vanbody was the next full-size van, and the first with a proper utility partial monocoque chassis. It also had a leaf-sprung solid axle rear, and with a larger box in the rear it had the most cargo capacity of any vans thus far. Its simple yet reliable large I4 engine was slow to get going from a stand-still, resulting in much honking behind the SUMA at traffic lights. But where the Mara and Capable started to struggle at highway speeds, the SUMA kept going and cruised comfortably. Price-wise, the SUMA was cheaper than the Capable to purchase, but nearly doubled its upkeep costs. Due to its weight, the Garland was not the most easy to drive, but it had absolutely superb reliability and was the most off-road capable of all vans; it was quite safe and comfort was not a huge issue for long-haul drivers. So despite the cost, when compared to the Mara and Capable, it was the logical choice for cheap and reliable transport across the country, even to the most remote areas, and was therefore ubiquitous throughout Letara.
The final deliver van on the market was the 1991 CYD LT-CV. Being a new manufacturer in Letara - and only the fifth and final van on the market - made the CYD a highly anticipated vehicle by Letarans. This van was relatively expensive, just shy of the high bar set by Garland. Engineering-wise, it was very similar - monocoque chassis but leaf-sprung solid axle rear making for a decent hybrid between family car and utility vehicle. The CYD had a relatively powerful V8, similar to the Garland, but in contrast had a very sensible speed limiter at 160 km/h, unlike the Garland. The CYD had a large cargo volume and hauling capability, and it had excellent safety ratings too. However, it faltered in some key areas: the engine was poorly set-up with a theoretical top power output some 1200 RPM past the set redline (although the set redline was understandable, as the crank was already RPM stressed); it was quite difficult to handle; was backbreakingly uncomfortable, was incapable of traversing anything other than the absolute best roads, and was relatively unreliable for a utility vehicle. So the eager anticipation of a new manufacturer on the market by the Letaran consumer was unfortunately not rewarded, and the CYD was mostly ignored by delivery companies.
Moving on to pick-up trucks and open bed trucks, the first vehicle on the market was the Capable Troweler Truck. This tiny truck shared its platform, engine, and general engineering with the Capable Troweler Van. Yes, this vehicle also came with its special fuel funnel. It had similar strengths too: good reliability, excellent fuel economy, and a relative ease of operation. Even more, it added a locking differential, off-road skid tray, and all-terrain tires to its standard features, making it quite capable off-road indeed. Just like the van version, its safety rating was not stellar, and its Achilles heel was its tiny size. Indeed, it was quite unsuitable for transporting any bulky items, and was mostly used to transport small quantities of aggregates and other loose material, or smaller items. In general the Troweler Truck didn’t get many sales, but garden centres were pretty happy with them for local delivery of soil and aggregate to suburbanites. Otherwise, most consumers opted to keep driving their older trucks from yesteryear.
It was only three years later, in 1988, when the next truck was released: the Van Zandt Brazos. The Van Zandt brand had some issues during this era in Letara. Their more expensive truck was outright denied to be sold in Letara due to major engineering issues. Although this base version was allowed to be sold, it was only allowed after some dealer modifications were installed: the truck lacked rear reflectors or side indicators, so each unit had to be modified by the dealer before leaving the lot. So, with the added hassle to dealers and consumers alike, the both felt a little discontent right from the get-go. That said, this was finally a normal sized vehicle and much more capable than the… Capable. It had a utility-focused ladder frame and solid axles front and rear, giving it a solid platform. With a fairly capable V6 under the hood, it could haul a fair amount more then the small Capable. However, users didn’t quite like driving it as much as it was more difficult and less comfortable, and owners also complained about a relative lack of reliability. But in the end what won most over was that it was the only new truck on offer that had true hauling capability, so it was either a new Van Zandt, or running their old trucks for another year - and some just could not wait that long.
The following year the SUMA M232 Camionero was released. On the surface this truck was very similar to the Van Zandt: nearly same dimensions and proportions. However, the SUMA was on a light truck monocoque chassis, and had a more consumer grade MacPherson front suspension compared to the Van Zandt’s solid axle. What made people stop and look closer at the SUMA was that even though it looked similar to the Van Zandt, it was only half the price, and promised to be much cheaper to run too. In fact, it would prove to be the cheapest truck option in Letara this decade. So something had to give, right? Well, under the hood it had the same sluggish, but reliable and torquey I4 as the SUMA Van, and overall it was the most reliable truck money could buy. It was pretty decently safe too, and was much easier to drive than the SUMA. But - it was not as good off-road as the others. It could still manage all roads in Letara, even the remote rural roads, but was not really suitable for anything harsher than that. And comfort was quite low, making it a poor choice for really long-haul work. But despite these shortcomings, it was a more than capable truck for most uses, and with the stellar reliability, it became one of the more popular trucks of the decade.
Entering the market in 1992, the Stellar Trekker H’Ute was a bit of an oddball on the market. The basis of the truck was a sports and family car platform, suggesting a sports-truck approach similar to what 1969’s Vausse Sportility attempted to be, but for that the Stellar’s V6 was too meagre. The AWD system, locking diff, off-road skid tray, A/T tires, and lifted suspension hinted at a more off-road approach, but the platform wasn’t quite suitable for this application. That’s not to say that it was bad off-road - it was in fact quite all right for light-moderate off-road use - but it could have been so much more. The Stellar’s strong points were comfort, safety, and drivability, and reliability was quite OK too. It couldn’t haul as much as more dedicated trucks, but it would suit those people just fine who only had occasional small loads to carry. So the Stellar was decidedly rejected by serious truck buyers, but it was embraced by the younger suburban generation just getting their driver’s licenses, who wanted something relatively cheap with a bit of ‘grunt and show’, without having to pay for something truly capable. One peculiarity of the truck must be noted. The truck shipped with a 200 km/h speed limiter, despite only being capable of reaching less than 180 km/h. At first, nobody noticed, but soon kids started modifying their trucks and increasing the power of the V6. This was quite easily done, as it was very mildly tuned from the factory. And soon people started hitting the 200 km/h limiter. At first many were brought into garages with unspecified ‘malfunctions’ at speed… but soon the cause of these ‘malfunctions’ were revealed, and the factory installed speed limiter became a bit of an inside joke among car enthusiasts.
In 1993 the true spiritual successor of the Vausse finally hit the market: the Vizzuri Laonda Vantaggio. This truck too was built on a sports car chassis, but it did not to become something it was not. It also had an AWD system, but a more sporty one focused on delivering the excess power from the large V8 to all four wheels, rather than compensating for one wheel in the air situations. The fully clad undertray and traction control system also hint at a sports-oriented vehicle. The only deviation were the A/T tires fitted to the Vizzuri from the factory, but still, the truck accelerated from 0-100 km/h in 4.7 seconds - something only the most expensive sports cars could rival. Price-wise, the Vizzuri was by far the most expensive truck on the market thus far, nearly twice as much as the Stellar, and more than three times as much as the SUMA. But, for this price you did get a premium interior and cassette player, and air suspension making you feel like you were floating on a cloud while driving. Well, only in terms of comfort, because otherwise the car was solidly planted on the road and had excellent handling. It was also one of the safest trucks on the road, and despite being one of the most powerful and outright fastest, it was not too hard on gas either. It was also regarded as one of the best looking cars on the entire market, not just in the utility segment. So needless to say, the Vizzuri Laonda Vantaggio was a complete failure when it came to being a utility truck, and no sane company bought them for commercial use. But each prosperous construction company owner and their cousin had one as their toy truck, because it was so much fun leaving dedicated sports cars in the dust while driving a grunting manly-man’s truck.
The last two trucks on the market were the 1995 Rhania Raider and Rhania Raider Hurricane. The trucks shared the same utility platform with ladder frames and solid axles front and rear, and were by far the largest trucks on the road with a 3.4 m wheelbase, but that’s about where the similarities ended. The Rhania Raider was slightly more expensive than the Van Zandt and Stellar trucks, but quite a bit cheaper than the Vizzuri. Interestingly, it had a V8 with exactly the same dimensions as the Vizzuri, but as a cast iron block compared to the Vizzuri’s alu block, and had much simpler headers and internals. As such, it was quite a bit weaker and less efficient, making the already much heavier truck a lot more sluggish. Sluggish is a relative term, however, because if it wasn’t for the Vizzuri, the performance of the Rhania would be regarded as good - excellent even. Otherwise, this was a pretty straight-forward, no-nonsense truck with full 4x4 capability and manual locker. It had the best hauling capability of any other truck on the market, due to its size it was quite safe in crash tests, and it had just enough comfort so workers would not complain. The drawbacks were that it wasn’t overly reliable and was quite horrid on fuel, so bosses complained too much about upkeep costs. Drivers were not happy either, as it was a real handful to drive with terrible oversteer and overpowered brakes that locked up too easily. So in the end, the Rhania could have been a huge success, but it fell just short of that due to too many small cuts and poor optimization; but simply due to its sheer capability it still found a market in the heavy hauling industry.
The Rhania Raider Hurricane was a completely different beast altogether. It was nearly twice as expensive as the Vizzuri, making it head and shoulders more expensive than any other utility vehicle on the road - indeed it was the only truck with a ‘luxury’ price tag. But for this price you did get a lot: the best of the best when it comes to off-road technology, a segment-leading full cab with four luxury seats and a luxury CD player, and a very powerful turbocharged V8 making the Hurricane the second fastest truck on the roads. Due to the full cab the bed was quite a lot smaller than the base Raider, but this truck was clearly not made for utility use anyway. This truck was purely made for off-road use and prestige. Indeed, it was the most off-road capable vehicle in Letara, and the true off-road buyers would have loved to earn one, if it wasn’t so darn expensive! It was cheaper to modify some cheaper truck or SUV… so the true customers of the Hurricane were the overly rich, who may or may not have appreciated the off-road prowess of the Hurricane, but surely understood the prestige of it. Luckily for Rhania, Letara was flooded by the ‘newly rich’ during the last decade - people with more money than taste or brains - and the Hurricane did sell quite well in this demographic. The buyers did lament the poor reliability and handling of the Hurricane, so very quickly it became known as the ‘poser’ truck, but real ‘car people’ knew better.
To be continued…
22 Likes
How is the progress going with this? 
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Rd. 5 RESULTS
Chapter 5: Consumer car segment 1985-1995 - City
Left to right: Mara Zora 1.3 K5, Mara Zora 1.3 S Kabriolet @AndiD, Aero Keai Premium @Edsel, Capable Troweler Wagon @Vento, Hikaru Katana BST V4 LHD @MoteurMourmin
As the economy of Letara blossomed, so did the cities become ever more crowded. As people owned more cars, so did parking space come at a higher premium. Despite many municipal governments building public transport networks, which were heavily subsidized by the federal government, it is no surprise that small cars were still favoured by many. Previous decades have shown that the smallest of cars need not be cheap or uncomfortable, so even middle-class Letarans started browsing brochures featuring small cars. Looking at '85, the stage was set for an explosion of small cars in the coming decade…
…because no less than three cars hit the market in one year! The cheapest car of any segment on the market was the Mara Zora 1.3 K5. With an upfront purchase price under $10k it was a true bargain and affordable by anyone not totally destitute. The Mara’s engineering was quite bare bones: unprotected steel panels, MacPherson front and torsion beam rear suspension, front transverse engine, and a standard interior and cassette. The only hint of something above the bare minimum were the front vented discs. The engine was a small I4 with pushrod technology and a single eco-carb - something that was getting a little long in the tooth in Letara. However, the engine was reliable, but then also very poor on gas and struggled to move the car off the line. Upkeep costs, then, were not the best, especially if accelerating often, or driving on the highway at high RPMs. Despite a lack of any steering aids, the Mara was quite easy to drive, and with its boxy hatchback shape, had a deceptively large amount of interior space. It barely squeaked past the safety standards, so best not to get into an accident. But, if you could not afford anything else, then the Mara was quite a bargain - and it could transport the whole family and all the groceries in one trip! So it became the staple of Letara’s poorer families and students for many years to come.
The Capable Troweler Wagon was quite a bit more expensive than the Mara at nearly $16k, but had much cheaper upkeep costs due to a much better fuel economy. This small people-mover was built for the small in stature but large in population kind of family, as it was advertised to seat eight adults in three rows! Letarans either laughed at this claim, or took it as a challenge - especially students tended to experiment with how many bodies they could fit into the small van. Budget taxi companies also liked the Capable, because not only was the upkeep dirt cheap, but it was also one of the most reliable cars available. Its small I3 engine was quite under-powered for the car’s size and weight, so it was by no means fast - but at least it could keep up with a Mara. Other areas where it competed with the Mara were comfort and prestige (vying for the least comfortable or desirable personal vehicle in Letara). That said, what it did, it did well. Nobody wanted it, but many needed it as their cheap form of transport. Oh, and it came with the same fuel funnel as the other Capable vehicles, as this one also had the ‘too narrow fuel door’ design flaw.
The Hikaru Katana V4 LHD hit the market in the same year. With a purchase price just under $20k it was just inside the ‘standard’ price category, and the most expensive city car in Letara at the time. This sporty sedan only had four seats, but they were of a premium quality and there was a premium cassette in the dash. For the price, you also got full double-wishbone suspension, hydraulically assisted steering, a semi-clad underside, alloy wheels clad with medium-compound tires. So there was quite a bit more technology in this car then the previous two. The engine was a relatively modern 1.6L I4 with MPEFI that had about double the power of the Mara. This made the sedan quite sporty in comparison to its rivals - not quite sports-car levels of performance, but the top speed of 172 km/h was quite impressive. The car was well set-up, was quite comfortable, and had a modicum of prestige too. Its weakness was average reliability and quite poor fuel economy, making it quite expensive to maintain. But it was the best city car one could buy for the foreseeable future, so those who had a bit more to spend, but wanted a small car that could transport the family and some groceries, and could even provide a hint of fun, the Hikaru Katana V4 LHD was it.
Released in 1987, the Mara Zora 1.3 S Kabriolet was the much anticipated convertible version of the Zora line. This car was slightly more expensive than the base Zora, but it was still only a bit over half of what the nearest convertible on the market cost. Otherwise, it was basically the same car as the base Zora, except due to space constraints the rear bench seat was replaced with two jump seats, the rims were upgraded to alloys, and the engine was re-tuned for about 15 more horsepower. This made the little convertible less safe, less comfortable, but a lot more fun and lively! Was it a sportscar? By no means. But despite a 0-100 km/h time of nearly 15 seconds, it felt fast and… scary at times. It was also a decent cruiser with the top down. With the convertible market always strong in Letara, but always having been a bit out of reach for the poorest Letarans - the Mara managed to bring the joy of ‘wind in your hair’ driving to even the lower classes.
Last on the market was the 1990 Aero Keai Premium. For the first time in Letara’s history, an Aero was not the smallest car on the market (the honours goes to Capable this time). Price-wise, the Aero slotted in just above the Mara Zora Kabriolet and about $4k cheaper than the Capable. This small hatchback had five standard seats and a standard cassette, normal fare in this price category. Not much made this car stand out from the ‘crowd’ in the city car category, until you looked under the hood. This car had a modern I3 aluminium block, but the 4-valve DOHC with VVT was the real draw. With a relatively mild tune this was the most fuel efficient car on Letaran roads, and also one of the cheapest to maintain. Considering it didn’t sacrifice drivability or reliability, but had higher safety and comfort than the Mara Zora, it came as no surprise that many opted to save a little more to get an Aero and keep the long-term savings. Thus came to end the Mara Zora’s 5-year dominance as the cheapest car in Letara as the Aero Keai Premium slowly took over at the very bottom of the city segment.
To be continued…
13 Likes
Just to check, given that I submitted another, base model trim of the Keai, (and it wasn’t listed as binned), is it being intentionally omitted from this round?
Rd. 5 RESULTS
Chapter 6: Mobility Impaired Transport - 1993
Left to right: Mara Ranger 2.5 Special @AndiD, Tarquini Freccia FPV/MS @Danicoptero, VCV Escapade @Knugcab, Torshalla Asna LMS @Maverick74, Norðwagen Midgard P6 @moroza, Rosanda Funf @MrdjaNikolen, Fadiga Tuttofare DTV @TanksAreTryhards
With the rising sensitivity around accessibility for disabled persons in the early '90s, the government started a large campaign supporting various initiatives to make the lives of disabled people better. Several initiatives included mandates for installation of wheelchair ramps, braille script in public locations, ‘beeping’ pedestrian crossings, ‘squatting’ public buses, etc. However, it became apparent that even the best efforts still left some people stranded, and a more customizable transportation option was necessary to get everyone to where they needed to be. The government devised a plan to put a fleet of transport vehicles into operation that were specialized for wheelchair transport. In order to secure a fleet of such vehicles, the Government put out a Call for Proposals to see what solutions the various car manufacturers could come up with to solve their problem.
In total, the Government received 11 proposals. The Procurement Office carefully vetted them for compliance before handing the portfolio with the remaining 7 cars over to the Public Transport Department.
At the Public Transport headquarters each car was evaluated by Junior staff. Their task is to narrow the proposals down to the top three. These, then, will be evaluated in detail by Senior Officers, and tested by professional paid drivers.
Here are some excerpts from the Junior staff’s notes (ooc: in alphabetical order of user name)
Mara Ranger 2.5 Special One of the lager vehicles in this line-up with a lot of interior space. Looks like it could fit up to four wheelchairs with the rear seats down. The cheapest to buy, but excessively expensive upkeep costs. The government could only afford 320 units. Design is quite bland. Ramp looks too steep and has no railings or supports; would’ve benefited from a cut-out rear bumper to lower the access. Will not be considered further.
Tarquini Freccia FPV/MS One of the smaller vehicles, but decent interior volume that could fit two wheelchairs with the rear seats folded down. Upfront price is reasonable and upkeep costs are cheap; the government could afford 450 units. Design is pretty decent. The ramp has a reasonable size and steepness, but has no supports. Will consider further.
VCV Escapade Medium-sized van with nice interior space and room for up to three wheelchairs with the rear seats folded down. Quite reasonable upfront unit costs, but very expensive to upkeep, so we could only afford 320 units. Design is very solid with good attention to detail. The ramp looks too steep and has no supports. Will not be considered further.
Torshalla Asna LMS Medium-sized van that could fit three wheelchairs with the rear seats down, and has good interior space. Average upfront costs and average to maintain; we could afford 380 units. The design is quite nice and has an excellent hydraulic ramp that lifts wheelchairs on a flat platform to the car. No supports though. Will consider further.
Norðwagen Midgard P6 Smaller van that would fit two wheelchairs with the rear seats removed. Quite expensive to buy, but maintenance costs are reasonable; we could afford 440 units. The design is excellent with great attention to detail. The ramp is also a flat lifting type as the previous car, however lacks the same detail and seems less operationally ready. Will consider further.
Rosanda Funf A wagon that was converted into a panel van by welding a box onto the rear and fitting it with fake windows. One wheelchair would fit into the blackout rear box. By far the most expensive to buy, and average to maintain, so we could afford to buy 380 units. The design is rather bland. The ramp has suitable grade, but had no further supports or railings. Will not consider further. (*OOC: aside from its other issues, this one also falls foul of ‘don’t make something it is not’).
Fadiga Tuttofare DTV A decent size van, however the second row of seats is not removable. With only the third row removable, but no way for the wheelchair to access that space, that leaves room for only one wheelchair with the fixed second row chair pushed all the way back. It seats a lot of able-bodied passengers, but has a rather cramped interior. Average upfront cost and cheap to maintain, we could afford 450 units. Design is good and the ramp looks sturdy with a good grade, but has no supports. Will not consider further.
…to be continued…
8 Likes
Oh, I forgot another bin! But not what you think. You actually submitted the Firebreather twice (both the 5C1 and 5C3 are the firebreather - identical cars. So I’m only reviewing one of them. Apologies for forgetting to put it on the bin list and keeping you in the dark till now. But that’s what happened.
3 Likes
Well that’s quite the opsie-daisy on my part. :|
But eh, I didn’t expect as much form that trim anyway. Glad that’s cleared up!
2 Likes
Oh, that’s excellent, i have to make an advert based on that: The most fun boring car in Letara - the Katana BST V4!
Regarding ramp modeling, the comment “It’s mostly for me to see how it would work and where it would be” suggested less scrutiny of detail than the review notes about angles and missing supports and such.
The reviews suggest the Torshalla is cheaper to buy and a lot cheaper to fix than the Nordwagen, yet Letara could afford 380 of the former and 440 of the latter?
I would argue “how it would work” covers exactly the things I mentioned in the review. That said, the ramps did not play a major role in scoring compared to other factors. Remember also, LHC is very heavy on flavour writing too…
Re your second point, spot on. I was too tired and mis-spoke (mis-typed?). Fixed now.