Available in two variants - the steel-bodied base model and fiberglass-bodied, alloy-block V trim - this scaled-down supercar is wieldy in town, agile on the back roads, and exhilarating on the track.
The base model focuses on reliability and affordability, while still being easy enough to drive in daily use. Its iron-block 1.6L OHV flat-four delivers 100bhp via mechanical injection and individual throttle bodies - perfectly adequate for this small, light, mid-engined “baby supercar”.
The V (for vetroresina - fiberglass) trim swaps the steel bodywork for fiberglass panels, and uses an alloy-block version of the standard iron-block flat four, with a wider rev range, plus a lightened sports interior, thus saving 125kg and shaving a full second off the base model’s 0-60 time (6.5s vs 7.5s).
Both trims come with high-performance tires, a clutched LSD, forged magnesium alloy wheels, and a standard 8-track player. The base model starts from $12,000 AMU; the V trim (as tested) starts from $16,500 AMU. A wide variety of exterior and interior colors are available on both trims.
Side note: The V trim (finished in a lighter shade of green) is a separate model, and its engine a different family, from the one actually submitted on cost grounds.
With a responsive 1.5L engine coupled to a 5 speed short throw manual gearbox sitting over the rear wheels it makes a simple engine feel exciting and offer plenty of fun per gallon.
With a front boot large enough for luggage or shopping it makes for an appealing city car for those who want style every day and something fun for the weekend.
Only £1400 ($10500 AMU) and with parts available at good prices across Wentworth dealers and all good garages there is little reason to hesitate, buy one today.
Shown in Hazelnut with Piano Black accent bonnet and stripes
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The second generation Arion Virgo introduced in 1970 came as a 2/4dr saloon, 5dr estate and 2dr convertible. Engine options were either a 1.6L I4, or the beefier 2.0L I4, both paired to a RWD layout.
A while into production, the Virgo was homologated for touring car and rally racing in 1974, and to pair along Arion released a road-going model in limited numbers alongside the basic trims.
It features a highly-tuned 2.0L I4 engine making 200hp with a screaming 9,000rpm redline, a low weight of 953kg helping it achieve a 0-60 time of 6 seconds, and top speed of 148.1mph. With the widened arches it is able to hit around 0.9g in cornering, making it quite a nimble car albeit a little skittish.
The stat will be mostly raw. I might look at it again to see if something really doesn’t make sense to judge… That said, it’s a blunt instrument for most competition. It’s there so that the people who make 4-seater and multi-door cars “get their money’s worth” so to speak.
While Dalluha remained a neutral noncombatant during The War, it became involved in Archanan reconstruction efforts as a donor and active participant in the late 1940s. Its semi-nationalized brand, Dalluha Coach & Motor Works, was at the time a rising star in the world of luxury and performance cars - hardly appropriate for getting Archana back on its feet, and as a new company it had few resources to spare anyway. Instead, the Sultanate organized a joint venture with the Archanan auto industry, applying DCMW engineers, advisors, and technology to Archana’s industrial base. Originally tasked with assembling complete knock-down kits of foreign vehicles, before long some indigenous designs began to be created.
Following a large sedan, a van, and several SUV-like derivatives, the type 6225 chassis was developed in the early 1960s, initially comprising just a 62252 2-door 4-seater, and a 62254 4-door 4-seater, though later the series would expand to include a 62255 hatchback, 62256 wagon, 62251 mini-truck, and others. All were powered by a 2.0L OHV all-iron flat-four originally derived from a stationary manure pump engine used at Archana’s largest state-owned vodka and perfume factory, driving the rear wheels just in front of it. It went on sale in 1964 to no particular enthusiasm from anyone.
By the early 1970s, Archana had developed enough to start considering vehicles beyond the bare basics. The lowly 6225, having spent a decade being derided as a runty little shit - a мелочь пузатая - was injected with some properly modern hardware from DCMW to create, for the first time ever, three new versions of this glorified lawn tractor that someone with a choice might actually choose to buy. Some got a 150hp 2.0L DOHC-4 engine and footwork to match, unimaginatively called “Sport”. Some kept the old engine but added a helical-type all-wheel-drivetrain, dubbed “Fulldrive”. And combining the two, at the top of the steaming pile heap was the first ADAZ that anyone outside of Archana could plausibly care about: the 6225 Fulldrive Sport.
2.0L 2x2-barrel carbureted SOHC 2-valve boxer-4, 115hp and 111lb-ft of torque, mated to a 4-speed manual, sending power to the rear wheels through a clutched limited slip differential.
0 to 60mph in 7.5s, 120mph top speed, 15.94s 1/4 mile time, 0.76g cornering grip on a 20m loop.
1,834lb curb weight, 55F/45R weight distribution, 19 MPG average
In the mid-70s, Fruinian Italian automaker Autovita’s small city car got a arguably a bit long in the tooth, but got a shot in the arm by an uprated extra-sporty version that didn’t even compromise too much on creature comforts (relatively speaking).
Built from the brand’s first sedan, the Gianna GT was purpose built to take on the sports coupe’s of the time.
With a new engine + drivetrain & revised suspension the GT was very capable and was still able to take your mates with you and let them see how you overtake a lot of sports coupe’s.
Bloody hell you’re right …Unfortunately I don’t know how to fix it, the only thing is to switch to landscape mode and things get somewhat better. If somebody knows how to fix it, please let me know
The Constellation N7 Series. Performance Anyone Can Handle.
New for 1974, the Constellation N7 series adopts front wheel drive that provides every driver with enhanced stability and predictability in handling. Now you don’t have to be a race car driver to feel like one. A fully independent suspension offers enhanced road-holding and comfort. And with your choice of engines and interior trims, there’s an N7 for every budget and taste.
Introduced in 1973, the Paige Sora was a member of a new global platform from Turbol. The platform was designed primarily by Homura, the first new vehicle from the Japanese marque after their integration into the Turbol umbrella in the late 1960s, however American and European oversight made sure the platform could be truly global. Designed to be robust and inexpensive, the small hatchback would be RWD, utilizing front suspension from the larger European-designed Paige Sparrow, with a trusty solid rear axle.
In the European market, it would be badged as the Paige Sora, and production for Europe would take place primarily in Turbol’s new Seville, Spain manufacturing plant. While 1973 was not a good year for sales of any new car, the small, cheap, and practical Sora proved to be a valuable addition to the lineup during the difficult years ahead.
Upon introduction, the hottest variant of the Sora was the TC1600. The TC1600 was powered a somewhat exotic Turból-tuned twin-cam 1.6 liter engine making 105 hp, sent through a 5 speed transmission, with 4 wheel disc brakes, bolstered front sport seats, sports steering wheel, additional instrumentation, and sport-tuned suspension with monotube dampers. Appearance-wise, the TC1600 received wider 13" wheels with 175/70r13 radial tires, sport-trim black and red bumpers with integrated front turn signals, blackout trim around the rear window glass, a rear spoiler, rear wiper, a lower front valance, rally lights, and a twin snorkel ram-air fascia above the grille.
The TC1600 would last only one year, replaced in 1974 by the Sport 2000. The costly twin-cam engine increased the price of the TC1600 too much for many buyers in 1973, so the Sport 2000 looked to offer a similar package at lower cost. Taking advantage of the RWD layout and the similarities in front clip design with the larger Sparrow, that twin-cam engine was replaced with a larger, brand new engine for Turbol’s European operations, an iron block, aluminum head SOHC I4, displacing 1998cc in this application. While less racy and revvy than the smaller twin-cam, it required only minor changes from the regular production engine (valve springs, intake manifold, and exhaust) to produce similar hp, 100, and much more torque at lower rpm, 110 lb-ft at just 3600 rpm. The flexibility of the new engine, paired with a ZF non-overdrive 5 speed, allowed the Sport 2000 to match or best the TC1600’s acceleration figures with a longer final drive, improving fuel economy as well. Aesthetically, the ram-air snorkels remained, albeit of dubious performace value feeding just a single 1-bbl carburetor, and a rather loud graphics package was made as an available extra to further stand out from lesser trims.
Specifications
Body: 5 door, 5 passenger hatchback
Engine: 1998cc SOHC I4, 8 valve, 1x1bbl carburetor
Drive: RWD, 5 speed
Suspension: Front double wishbone, Rear solid axle with coil springs
Engine Output: 100 hp, 111 lb-ft
Weight: 894 kg
0-100 kph: 8.3 s
Top Speed: 184 kph
Fuel Consumption: 23.1 MPG combined
The 1974 Esoteria LS-4
Striking lines combine with utility to create a melding of purpose and need.
A responsive, 1.95l i4 producing 108bhp
4 doors, opening wide for ease of entrance.
A large rear cargo area, to store everything you need.
.88g of grip, to handle any corner at speed.
All the modern convenience.
All of it the Esoteria LS4
Starting at 13800.
(tbh i lost morivation on this for half the time so it isnt as good as i’d like, but here it is, ill include the file if anyone wants to fix it or use it.) QFC48-bdub1_-_Esoteria_LS4.car (40.8 KB)
…Unfortunately I don’t know how to fix it, the only thing is to switch to landscape mode and things get somewhat better. If somebody knows how to fix it, please let me know
