Probably's Eclectic Designing

[ProbablyWastingTime]

1986 Duchess Caldera Klub

2.6 Liter Supercharged Inline-5
5-Speed Manual
RWD

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Being a German manufacturer in the 1980s was interesting business. If you were Massenauto then you were busy perfecting the art of the diesel with all sorts of 8G compact and 8K mid-sized sedans. On the Weitrovaus side of things they were buying an Italian sports car maker named Noche on the brink of extinction so they could both have some knowledge and expertise for their up and coming halo car and so they could save it because the CEO of Weitrovaus had a lot of Noche cars in his personal collection.

If we’re talking about Duchess, that’s a whole different story. Duchess was a completely independent brand still led by their founder 20 some years after being founded, banking their sales on the nimble lightweight Caravel. Duchess saw in America a bunch of bank owners that could use a car for the weekends and decided they needed to enter the market officially rather than just have a brand export Caravels for them. The only problem was that the Japanese stood in their way with a bunch of reputable cars that undercut the Caravel in price and provided a similar driving experience. To enter the American market, Duchess had to abandon all that they knew.

The result of that was the Caldera. A car born out of necessity, the first front-engine Duchess to ever be produced. They spend all their R&D budget on making the Caldera provide a similar driving experience to the Caravel, but decided to experiment with a supercharged inline-5 in the high-end Klub models. Output was comparable and in some instances better than Japanese competitors, both in driving and appeal. Styling on the Caldera was tidy and eye-catching. The formula proved to work, as Duchess was able to use the Caldera to slip their way into a share of the market and have remained there since.

[ProbablyWastingTime]

1993 Leviatano 043 Trazegrale

Specs:
4.3 liter 90-degree pushrod aluminum V10
367 horsepower @ 8200RPM
277lb-ft of torque @ 4900RPM
5-speed manual transmission
On-demand AWD
4.5 0-60 time

The happiness of middle-aged dentists all around the globe had always depended on Leviatano. The Italian supercar marque had quenched the thirst of these various Toms and Scotts with various mid-engine high-revving punchy machines all throughout the '60s, '70s, and '80s like the team water boy on an 108-degree day. By the time the clocks hit 1990 they realized that their operations were on the aging side of things. Their carbureted big-displacement V10s were considered antique once they left the dealership. Their styling was decisively blocky, not near smooth enough for the demands of a buyer cross-shoping with any kind of Cartagine or Duchess. Their engines were both anemic, emissions-choked, and somehow still inefficient. They needed an intervention. They needed an 043.

The 043 began to be designed in early 1990 and hit roads summer of 1993. It was a heck of an R&D crunch but it was also an attempt to keep everyone employed. “Research and development” at headquarters meant throwing things at the backs of engineers and seeing what stuck. As it turned out, a clicky 5-speed manual and potent AWD system were what stuck. If you wanted to enjoy backroads with a little play, switch it to rear only. If some punk in his tuned Photon was trying to show you up, switch it into all-wheel mode and show him those beautiful taillights. Styling, on the topic, landed on a conserved and not quite all-out halo car, incorporating the quad exhaust system into the license plate housing and somehow stylish bumperettes into the grill.

Turns out the way to keep your kid from getting bullied at school is by naming him 043, because that sucker absolutely smoked the competition. 043 production continued up into 1999 with more powerful versions and various petty ads giving Cartagine their come-up-ins.

[ProbablyWastingTime]

2013 Alter Invator SAR &
2025 Alter Invator Performance

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2013 Alter Invator SAR

Specs:
80 kWh battery lithium-ion battery pack
Dual-motor AC inductors [ 1 front and rear motor]
502bhp & 535lb-ft of torque
4.0 second 0-60 time
~3,900lb curb weight
Estimated range of 230 miles

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2025 Alter Invator Performance

Specs:
100 kWh battery lithium-ion battery pack
Tri-motor AC inductors [ 2 rear motors and 1 front ]
764bhp & 810lb-ft of torque
2.3 second 0-60 time
~4,200lb curb weight
Estimated range of 397 miles

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Few people had ever heard of that one car brand from Portland called Alter even after the first generation of Invator came out in 2007. It was released into a market that knew nothing of the magic called EVs and on the precipice of a massive recession. It aimed to sell towards curious Californian businessmen looking for a green new ride that wasn’t an enclosed electric golf cart and aimed to impress the journalists skeptic that it could get past the driveway without running out of juice.

The Invator would slowly but surely gain notoriety and more momentum, momentum both in street cred and in how fast those suckers could accelerate. The SAR aimed to cap off the run of gen one Invators with an ode to speed, coming with the most powerful battery configuration and output in the model range. Weight savings compared to a standard 2013 Invator were almost 300 pounds. That translated into a driving experience that not only stimulated you but also got a couple people a few scars.

Alter would point their horizons in the 2010s towards more rational cars and introduced the vowel lineup [ Austra, Ether, Omega, Umbra ] to great sales success. Soon the key fab to an Alter became a staple of fashion in the American northwest. But founder Marcus Spradley felt that the spirit he founded the company on was devoid from the relatively corporate electric cars they sold. Thus it was that the Invator was decreed to return.

Or at least we thought it would. It was supposed to release in 2020 but we all know how that went. Then 2021. Then 2023. Then finally they built the first one at their factory in Galveston in 2025 and the rest is history. The 2nd gen Invator was an evolution like Jefferson Aeroplane turning into Jefferson Starship. The new Alter styling blended seamlessly with the various denotations of the Invator of old. The interior spared no expense in sparing no expense. The thing was fast. Like, break some records and some spines fast. And some breaking spines records fast. The Invator cemented itself in car culture as a heavy-weight electric champion.

[abg7]

The body sets used for the Invator are… sub-optimal, to say the least, with a limited range of variants, sizes, and morphing zones, but you did the best with what you chose. So how did you replicate a pure electric powertrain in-game for both generations of the Invator?

[ProbablyWastingTime]

I went into the description and typed !ev! so when they’re exported to BeamNG they act like EVs

[ in other words I pretended ]

[ProbablyWastingTime]

2001-2012 Lanxiagu LG20-U77/U78

A collaboration with my duality

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Fleet/military version (U77)

Specs:
3.3 liter iron-block inline-4
~150 horsepower @ 4400RPM
~234lb-ft of torque @ 2000RPM
4-speed automatic transmission
4 wheel drive w/ manual locking differential
10.9 second 0-60 time
~4,000lb curb weight

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Civilian version (U78)

Specs:
3.2 liter iron-block inline-4 (tuned for fuel effeciency)
~147 horsepower @ 4400RPM
~245lb-ft of torque @ 1900RPM
5-speed manual transmission
4 wheel drive w/ manual locking differential
11.8 second 0-60 time
~4,150lb curb weight

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Compared to the modern day when you’re suspect to see a Lanxiagu EV rounding a corner pretty much anywhere in Europe and Asia, the 2000s were a much different time for the Chinese brand. In say, 2004, they were confined largely to their home country and they hadn’t even touched mild hybrids yet. The government-owned marque was established in the early 1970s, a time before the personal car ownership boom in the country. It was founded with the purpose of making completely Chinese military apparatus and parts, anything from wheeled machine gun turrets to wrenches and screwdrivers. The demands would eventually broaden to vehicles, where the LG would step in.

The LG20 was the second generation in the line, a rough and rugged sport utility built military first and civilian second. The military version came usually in white, with many plastic accents and an exposed rear spare tire. The interior was a scant fare of more plastic, maybe some cloth, and nothing close to even a radio. The 3.3 liter inline-4 powering it was under-stressed but overly lethargic. The civilian version wasn’t as bad. The U78 had alloy wheels, a whole lot of chrome and body color accents, a cover for the spare, fog lights, and if you opted for them some radical decals. Inside you got slightly better cloth and a CD player/radio setup.

The LG20 proved to be a good off-roader and less of a luxurious grand tourer. It sold in fair dividends in China and found it’s way elsewhere in the region. Nowadays the LG22 generation of U78 (now simply called the U78) has gained a lot more creature comforts and a lot less military prowess. It happens to the best of us.

[ProbablyWastingTime]

2005 Stonewall Sherwood LXT

Specs:
4.5 liter cast-iron 60-degree DOHC V8
~273 horsepower @ 5300 RPM
~337lb-ft of torque @ 2800RPM
5-speed advanced automatic
On-demand AWD with an open differential
6.9 second 0-60 time
~4,400lb curb weight

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If there was ever a time for a brand to shift their lineup focus, it had to have been Stonewall in the 2000s. The brand coming into Y2K had been building all sorts of luxo-barges and wood-grain living rooms mainly because that was what the brand was used to doing for the past 60ish years. The suggestion of changing that formula up had some heads both shaking and scratching. DeWitt saw that they could use the pizzaz of the new millennium to woo some younger buyers into Stonewall showrooms, because the brand was at the time associated with golf-playing 72-year-olds named Earl. 2001 had proved to them that gas prices weren’t something to take for granted, so if things got bad all they didn’t want to be pinned down with a strictly V8-powered full-sized lineup.

The lineup in the mid-oughts began to take shape as a more European-influenced sport premium sedan and wagon affair, with some new fangled sport utilities sprinkled in here and there. There was an exception to that rule. DeWitt, Stonewall’s parent company, saw the success their rival Ghallagher was having with their experimental compact company GCX and figured that, if they could poke around for a new segment and make bank off of it, then surely Stonewall could do something similar with a luxurious segment that hadn’t been discovered yet. They subtly nudged Stonewall to gather all their departments together for a little meeting about entering new market frontiers and the execs determined the world needed a Stonewall truck. Thus it was that the Sherwood was born.

Underneath the Sherwood was mainly a DFM Breton. 4.5 liter V8, 5-speed automatic, stout ladder frame. But Stonewall had their way with it. The only way you could tell what it was based on visually were the C-pillars and the fenders. Other than that the thing was completely overhauled inside and out. The exterior was treated with the latest version of the brand’s two-tier styling, separating the grill and lights in the front into two levels. The rear got the same with a nice pair of light bars and large Stonewall lettering across the tailgate. The outline of the bed was lined with wood grain and chrome sport bars. The bed itself was lined in wood and came factory with a tonneau cover. Chrome was everywhere outside. Inside too. Lots of chrome, leather, some disguised tan plastic, and a really infuriating early satnav system. The mechanics had been massaged to be a little less trucky, with a bespoke AWD system being the Euro-inspired highlight.

The Sherwood as a concept proved to work for a few years. Old guys saw something safe and comfortable with a confidence-inspiring driving position and plenty of space for friends and gold clubs. From the introduction in 2005 to 2008, they sold something like 60,000 units. I say 2008 because, y’know, 2008. In the end the Sherwood was only an experiment, and this experiment was expendable. Since it had a less-than-efficient V8 and slightly lacking sales figures it was axed so cheaper and more MPG-friendly cars could take it’s place. If you went to a Stonewall dealership during the Recession and asked about the Sherwood, the salesmen probably would’ve walked you in the direction of one of the SUVs.

Original Design

This was a car I originally designed in like March of 2025, gotten leagues better since then

[ProbablyWastingTime]

1982 Giavolleto 2500Si

Specs:
2.5 liter aluminum OHC inline-6
~165 horsepower @ 6200RPM
~155lb-ft of torque @ 4300RPM
5-speed manual
Rear wheel drive with a clutched LSD
7.0 second 0-60 time
~2,100lb curb weight

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Let’s do a little thought experiment. Pretend you work in the sales department at Giavolleto HQ in, say, 1978. The company is on fire, relatively speaking. You started working for the brand because you enjoyed the uniquely Italian driving experience that their cars provided. To your dismay, they stuck to their sports car-only lineup well through the first oil crisis and there’s another one on the horizon. You’ve been telling any exec you can find in the halls that Giavolleto needs to sacrifice their brand image and rebadge a couple Cavallas or their won’t be a brand image left. Their eyes briefly gaze at you and then look into an unsure, far-away region of space only they can see. You consider quitting but every day you drive to work in a classic Giavolleto 1700 and give the dying brand one last chance.

One day you come to work and an exec takes you by the shoulder. He invites you into the design department for a project they’ve been working on. On the walls leading up to the clay modelling room are various pictures of Giavolletos of old, all of them works of art. You weren’t sure what to expect beyond the door. The exec opened it for you, and there before you was one of the most bizarre things you had ever seen. The whole body was sculpted into wedgy angles, it had sunken gray coves in which the lighting fixtures sat, both front and rear. The front was asymmetrical with the left housing the license plate and the right the lower grill. It was poised to be made of aluminum and they had a pair of the wheels they planned to put on the production model. It was the most out-of-this-world thing you had ever seen.

You discovered some years later the thing you saw in the clay modelling room was actually something they were making. It was called the 2500Si. A proper small-end inline-6 and RWD with a manual sounded like something they would’ve made 15 years ago, not in the midst of an oil crisis. Consider the fact you were in the sales department. You watched the thing sell. And it sold. All over Italy. All over Europe. There was even talk from the bean-counters of exporting it to America. They had struck gold with the future on wheels. You decided you just had to drive one.

You loved it.

[abg7]

This one could serve as the basis of a Group A race or rally car in period if the competition department has its way…

[ProbablyWastingTime]

Erm.

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Q. Why do you post so many brands and not focus on one individual brand?

A. So I may or may not have a little obsession with making new brands. I guess you could qualify it as a striving for realism. But like, I have a lot of ideas for cars and usually that means they’re expressed through brands of different focuses and different nationality. It’d be weird if I wanted to make a French turbocharged 80s liftback and the only brand I could work with was Stonewall. My goal is to post 1 car from every brand I’ve made. Then I might start focusing more on individual brands and maybe even make a thread for Akron or something. There is a method to my madness, because I revised the introduction to this thread with a directory for my brands. You can go read that at the top of this thread.

Fatal pre-Al Rima crash

[ProbablyWastingTime]

1987 Kirovsk V216 Deluxe

======================================================

Specs:
878ci aluminum block OHV inline-4
~30 horespower @ 5000RPM
~42lb-ft of torque @ 2700RPM
4-speed manual
Rear wheel drive with an open differential
23 second 0-60 time
~1,600lb curb weight
47 miles to the gallon combined

======================================================

To be both a resident of one of the various Soviet bloc countries and simultaneously be into automobiles was possibly one of the biggest oxymorons of the time. Unless you had been born into or had worked your way into the iron-fisted authority that encapsulated the USSR, most working people didn’t even have personal automobiles. Kirovsk was the name on the pair of keys they handed you if you happened to be the small fraction of residents who were in power and had a car. Kirovsk was based out of St. Petersburg and focused their operations on the production of state-bound parade vehicles and their rough-around-the-edges Cavalla clone known as the V216.

Between sedan and wagon configuration, the main concerns of the V216 was enduring the rough roads encapsulating the Union and doing it practically. The carbureted inline-4 was possibly unkillable. Rust would get to the simpleton body eventually, though. What the V216 wasn’t was a 2-door rear-engine 900cc inline-4 with rear ducts and fender skirts. That’s what the Deluxe was.

The Deluxe originated as a concept in the mind of the USSR that Kirovsk was tasked with executing; a simple car that provided a good fuel economy, was relatively cheap to make, was cheap to purchase, was safe, and slightly more fashionable than a regular V216. The idea existed mainly as mobility for the elderly and injured veterans. Kirovsk thus chopped a door off a sedan V216, re-engineered the engine to be smaller and rear-mounted for better packaging capability and drivability, suited up the newly-created frunk, and offered them in somewhat Western color configurations.

The lackadaisical far-from-sports-coupe known as the Deluxe sold everywhere from Mongolia to Eastern Germany in what you could possibly qualify as droves. The formula proved a very likeable thing to people with jobs far from home wanting something new but cheap. The main selling point was the fuel economy; 47 miles to the gallon on unleaded 80. A Soviet brick with possibly the best fuel economy in Europe signaled to other brands that Russian cars were making it out of the stone age.

[ProbablyWastingTime]

2004 Fournier Lahore 1.3ti Cabriolet

Specs:
1.3 liter aluminum DOHC turbocharged inline-4
~131 horsepower @ 6800RPM
~141lb-ft of torque @ 3000RPM
6-speed auto-manual transmission
Front wheel drive with an open differential
8.3 second 0-60 time
~2,700lb curb weight
39 miles to the gallon combined

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It shouldn’t go without mentioning that the Europeans like their hot hatches. Like, severe attachment to them. If you took a vacation to France (especially some time in the 2000s,) you were liable to see at least one of the cars in the hot hatch market. Beleza Revalla RST, Massenauto Griffen S 300, Caedence Gale 250RS; you name it, someone’s probably driving out on a backroad enjoying it. Fournier had found their French-smelling success in various city cars small enough to actually park on 1000-year-old streets that weren’t designed with cars in mind. They weren’t estranged to the hatch part in hot hatch, it’s just that they were usually lukewarm at best.

Fournier introduced the Lahore to the world in 2004 as a vehicular embodiment of French culture. It was designed for both the brooding artist in the streets of Paris and for the mother of 5 in the foothills of the Alps. Premium flare and everyday usability. It was the everyman car. Every man, that is, except the car enthusiast. Being in a car clique and being seen in a Fournier at the time was one of the worst embarrassments possible. You might as well have been scooting yourself along on a donkey. Fournier very well recognized the untapped market they had in front of them and decided that a little intercooling would do the job.

The 1.3ti was the product of this initiative. Optionable in all the different body styles of Lahore (sedan, 5-door hatch, 3-door hatch, cabriolet,) the 1.3ti saw to it that you could have your sportiness with a side of something other than plastic interior panels and unpleasant materials. Powering the 1.3ti was a peppy 1.3-liter turbo inline-4, it’s torque curve precisely placed to boost you along when it was smoothest. The styling was on the more reserved end of the 2000s; no crazy fender flares or spoiler. Think of it more like a fast designer handbag. Inside you were treated to assortments of leatherette and silver alloy panels. It was fast where it mattered and nice where it mattered.

It took a while for people to realize and accept that Fournier could make something with a peak output over 80 horsepower, but once they did Fournier was doing pretty hot. They were moving units off the lot about as fast as they could make them. The 1.3ti was such a success of a pleasantly-padded hot hatch that it got renewed for a second generation and spread to other Fournier models. The concept of something that had some pep to it’s step while not compromising on interior quality and overboard styling made for a very attractive product.

[ProbablyWastingTime]

1976 Kingston by DeWitt Gentry 430-6

Specs:
7.0 liter cast-iron block V8
~175 horsepower @ 3400RPM
~379lb-ft of torque @ 1600RPM
3-speed automatic
Rear wheel drive with an open differential
10.7 second 0-60 time
~3,700lb curb weight
8 miles to the gallon combined

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The ideas and ideals that backed the creation of Kingston by DeWitt were all but welcoming to the idea of a gas crises. The sub-brand of America’s most successful automaker had been created in the late 50’s to usher in a new level of near-presidential luxury to the space age. The 4-car lineup was full of diamonds in their own right, but the crown jewel of the Kingston brand was without a doubt the Gentry.

The Gentry embodied about everything that mid-century luxury stood for. Every generation from the early 60’s to 1976 got a version of the 430ci V8 DeWitt had been spearheading pony cars and trucks alike. The things wouldn’t make it past design if the wheelbase was below 130 inches. They were pretty much the manifestation of the term land yacht. Unfortunately in the early 70’s a gas crises hit and all of a sudden people didn’t like 8 miles to the gallon as much. DeWitt faced a crossroads; either they sacrifice the core mentality of Kingston and downsize the cars, or go out with a bang. They went out with a bang.

The last generation of Gentry was introduced in November of 1975 and production was ended in June of 1977. Kingston knew that their days were numbered so they decided they’d go down in the history books with a good example. Stylistically the Gentry had metric tons of presence. The waterfall grill was flanked by new-fangled rectangle headlights and an expansive chrome bumper. The rear didn’t quite have a light bar but it demanded your attention in traffic anywho. The opera window just tied it all together. Inside you got all the same luxuries with only a couple compromises, still featuring a front bench that you could get away with sleeping on. Under the hood was that same 430ci V8, detuned but still a torque monster.

Kingston got killed off in 1977. It was an unsanctimonious ending to a brand that died much to early. In the end DeWitt decided that they could make do with just one luxury brand and kept Stonewall strapped to their belt. The Gentry remains in the halls of history as a reminder of how you should ideally end an uber-luxury brand.

[ProbablyWastingTime]

1991 Saikuron Talisman GTsc

Specs:
2.5 liter aluminum DOHC twin-turbocharged V6
~270 horsepower @ 6800RPM
~270lb-ft of torque @ 3000RPM
5-speed manual transmission
All wheel drive with a limited slip differential
5.2 second 0-60 time
~3,100lb curb weight
22 miles to the gallon combined

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To truly appreciate a legend you have to understand and examine the roots from which it sprouted. The Saikuron Talisman is what most people identify as a mythical JDM supercomputer/supercar. A powerful twin-turbo V6, a potent racing-derived AWD system, a responsive and athletic 4-wheel steering setup, and a remarkably capable chassis all added up into a car that became the poster child for poster cars in the 1990s. But there were more versions of Talisman than just the halo car. Farther down the stairway to heaven laid some genuine family sports cars.

The Talisman could be had in more than just supercar coupe flavor. Saikuron had tinkered with and worked around the gentleman’s agreement of the time to produce a detuned version of the legendary powerplant and stuck it as an engine option in the Talisman sedan among other anemic V6s and I4s. The most pure expression of this was the GTsc. Standard equipment included a rear spoiler with built-in third brake light, dual exhaust pipes, chrome-gray wire wheels, and a hood bulge that gave you a kind tap on the shoulder as to what was stirring underneath.

Saikuron produced roughly 15,000 units of GTsc sedan each year from the early 90s up until Y2K, strangely keeping it as an option in each generation as if they had a bunch of hooligans wanting to scoop them up 20 years later. Nowadays the GTsc persists among Cars & Coffee meets and quiet New Hampshire backroads as a speed-loving IT professional’s best friend.

[ProbablyWastingTime]

1988 Beleza UV22-L 4WD

Specs:
2.3 liter aluminum OHC inline-4
~95 horsepower @ 4800RPM
~131lb-ft of torque @ 2700RPM
4-speed manual transmission
4-wheel drive with a manual locker
12.3 second 0-60 time
~2,700lb curb weight
16 miles to the gallon combined

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There is often debate and speculation as to which period of Beleza history was better for the brand. Before 1973 they had free reign to do whatever they so chose whether it be go rallying with a rear-engine inline-4 sport coupe or contract to the Portuguese military with Carlsbads that were reverse-engineered. After that fateful day in 1973, they took whatever the Germans at Massenauto handed them and didn’t throw a fit. Massenauto every once and a while would give them something nice like the Atosca or Revalla, but mainly Beleza was just meant to be an expenditure of Massenauto to bolster sales in more areas.

In the 1980’s, the monotonous reality they had been living in under the Germans was very true. Especially in the utility sector. Massenauto’s Grounder lineup of vans had been bequeathed to the Portuguese to sell as UV22s (Utility Vehicle 22.) It was a visually uninspiring if not unoffensive machine riding on and powered by 20-year-old architecture. Beleza got their shipment and decided what the world needed was a new tippy-top level of the truck version, complete with two-tone paint and a radio. This came to be in the UV-22 L.

The aforementioned top-spec in the UV lineup came to the 80’s with a respectable calm to it’s premium. It didn’t compromise on the robustness of the package and kept all the approach angles nice and steep and kept the steel bed, but you got nicer features where you’d probably want them. Standard mud flaps, a nice 4WD system with a notchy selector inside, and a spare tire strapped to the bed were among the various things equipped. The Portuguese people appreciated the idea of it and soon the well-to-do among the remote Portuguese countryside began to adopt these as a display of their patriotism when buying an Overbury would’ve been easier. I know I would’ve bought it based on that paint scheme alone.

[ProbablyWastingTime]

1991 Romley Savant GTx

Specs:
2.0 liter aluminum DOHC turbocharged inline-4
~152 horsepower @ 5500RPM
~173lb-ft of torque @ 3400RPM
5-speed manual transmission
Front wheel drive with a limited slip differential
8.0 second 0-60 time
~2,900lb curb weight
26 miles to the gallon combined

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Many a time have the Brits been accused of being infatuated with their perhaps underpowered family sport sedans. Almost as numerable a time have the Brits been on the correct side of the case. Romley being the front man for the 3-piece union of British car companies (called B.A.P.) meant that images of relatively swift Romley sedans would appear in the mind of the enthusiast when sport sedans were mentioned.

The Savant was what they had come up with in the 1970s to sell predominantly as a Romley but sell in other places and under different roofs to similar effect. The Savant was a well-proportioned mid-sized sedan (or wagon, or 5-door notchback) that was optionable with a fair assortment of inline-4s and a respectable MPG rating. When you climbed the ranks of Savant trim levels from the base-model SL to the GTx, things got a little more serious. The most notable change was under the hood, where a freshly-turbocharged inline-4 lived with technology borrowed from the much smaller Borwell Bravo GTB. The suspension was stiffened and lowered, white-painted wire wheels were added, the deck lid got a formidable spoiler, fog lights were optionable; it got it’s act together.

The GTx, which was the first of it’s kind in the Savant lineup, wasn’t the kind of sports sedan that would become Britian’s most used getaway car of 1991. But it also wasn’t the kind of car to go quietly into the damp dark halls of British history. The GTx would inspire many a faster and larger-displacement sedan after it, giving way to an era of British performance that people can’t not love.

[abg7]

I’m not sure what body set this one is based on, but I don’t think it’s the '75 Orion (which lacks a third side window) - the '77 Sigma-like body set (which only comes in one wheelbase) is a more likely candidate. I could, however, realistically imagine a Super Touring race car blasting around various circuits across Europe in the early 1990s until its replacement took over.

[ProbablyWastingTime]

If I liked making liveries than I would say don’t tempt me

[ProbablyWastingTime]

1K Views Special Post

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That’s right! This very thread you’re reading from has achieved 1K views! If you had told me back in August when I started this sucker that people would actually take to enjoying it I would’ve been pleasantly surprised. I thank the wonderful people of the Automation Discourse community for warmly receiving both me and my sligthly oddball cars.

I figured that on such an occasion, an occasion created by the fact that people are giving to me with their views and hearts and all that business, I should give back to the community. No, I’m not buying everyone G8 GXPs. You wish. What I am doing is something I’ve wanted to do for a while now; share a .car file with the community and see what comes out the other end.

Let me introduce you to our cadaver.

Awww

His name is 2007 GCX Reflection 2.0 LI. He was the leading compact car produced by Ghallagher’s skunkworks economy brand called GCX from 2004 until the brand was deemed a millstone and axed in 2010. He does a lot of things pretty well. I think he looks pretty good. He has a bunch of cool halogen lights. He gets like 31 miles to the gallon combined. 5-speed manual. He’s a pretty frugal little critter.

Now that’s where you come in.

I made Mr. Reflection for you to chop up and make your own monster with. Do you have a hankering for making a hyper-fuel-efficient compact car? Go for it! Want to make NHTSA mad and make the taillights just one big turn signal? Sure! Want to make a slightly more dignified luxury version? Slightly less cool but still do it! He was designed to be a fairly workable platform that you can change into whatever you so fancy on a whim.

Me personally I made him into cool.

So yeah. I’m excited to see what you folks are gonna make out of my little boy. Thanks yet again for 1K views. Came sooner than I thought it would!

GCX_-_Reflection_2_0_LI.car (114.5 KB)

[ac09]

This thing is getting the Rust Belt Special