The first descendant of the “RAUK 70”-project was the 1974 RAUK Draugar. It was supposed to be an entry level model, and was also an entirely new concept for RAUK, as the 4 seater shooting brake it was. Before the Draugar, all RAUKs had been entirely 2-seater roadsters or coupés.
The engine was inherited from the PM4, and was in turn the same engine that was introduced by Olsson in 1966 for the Olsson 67. In this version it was tuned to 100 hp. It was mounted up front and connected to a 5 speed gearbox. The suspension up front was of the double wishbone variety, but while the earlier RAUKs had been using Volvo 445 or Amazon units, it now was of a completely own construction. In the rear was a semi trailing arm suspension that out of all cars had its origins in the IP Lily 6 America. It had solid disc brakes all around, 2 piston up front, 1 piston in the rear.
The weight of the Draugar was 773 kilograms. 0-100 km/h took 8.82 seconds, it could reach 181 km/h and did the quartermile in 16.75 seconds. It managed 1.04 G on the skidpad and braked from 100 in 35 metres.
The price? $21200 AMU. Far from cheap maybe, but still an entry level car for RAUK.
It was produced until 1983 and never got any direct successor.
Originally created for the Affordable 1970s Sports Car Challenge. Available with either a 1.8L I4 (as submitted) or, for an extra $2500 AMU (in 1970), a 2.8L I6.
It’s a blast to drive with either engine - the base model is lighter and better balanced, while the six-cylinder version has a more hairy-chested and visceral feel.
As far as bang for your buck is concerned, this is actually a very good deal. It’s a pity the rear end looks a little bare without a license plate holder, but it should still be a formidable competitor in the mid-90s sports car arena.
This is one of my Newest creations, the 2020 Fites Accolade, the GT-Silverstone Edition to commemorate the overall season win on the Automation GT-Endurance Championship (kinda just made up that one as a reason to build a special edition of the car). anyway, the Accolade is probably the best performance road car I’ve made, and this is the best version of the car, I’ll run you through the Specs;
It has a 3.5L Twin Turbo charged Flat Plane V8, that puts out about 601HP, along with 588Nm of torque.
The Accolade GT-Silverstone weighs in at 1584KG, not too bad for a brand new 2020 car. Thanks to this combined with its specialised one of a kind dual-clutch “SuperShift” 7 speed Transmission, which puts the engine’s power to all 4 wheels, the car will do 0-62 MPH in under 3 seconds.
Now for What everyone likes to hear, you wont drain your wallet on fuel, after seeing the game claim 31.9 mpg, I went on BeamNG thinking “this can’t be right”, it was, after a run up and down the highway on West coast USA I averaged just under 33 mpg cruising, and bury in mind, this car can do 32 to the gallon, then go set a 2:01.94 on the Automation test track.
Also, did I mention all this comes at the price of just $145,000?
305 GTS (5.0L V8 EFI, 0-60 in 6.3 seconds, top speed 163 mph, base price $27400 AMU). Offered from 1985 to 1989.
350 GTS (5.7L V8 EFI, 0-60 in 5.7 seconds, top speed 170 mph, base price $29000 AMU). Offered from 1985 to 1991.
Of the four trims shown here, the one I am most proud of is the 350 GTS - it couldn’t look more '80s if it tried, with its big spoilers, pop-up headlights, hood scoop and optional tri-tone paint job, whereas the other versions (especially the pre-facelift ones) look somewhat dainty by comparison. Also, at launch, it offered more power than any US-spec 328, Esprit Turbo or 930 Turbo from the same era.
In September 1959 Parsche teamed up with old family friend Carlo Obarth in order to build 20 GT racing cars based on the 356B for the 1961 season.
The details of the operation were very simple: Parsche would supply the 356B chassis. The 1600cc boxer engine would be upgraded and fitted with racing exhausts by Obarth. the CRD would have set up a very light aluminum body. It should be noted that the presence of a completely different body did not create homologation problems for the car, as the rules of the International Federation defined the chassis-engine as a “car” and the regulations did not place any restrictions on the bodywork.
From this collaboration the COP (crd-obarth-parsche) GTL (Gran Turismo Leggera) racing car was born.
When the 6th generation IP Celestia was released in 1989, a worthy successor to the old GTX-H model was finally introduced - the GT/TA (Turbo AWD). A 2.6 litre inline 6 with turbo and a power output of 305 hp could propel it to 100 km/h in only 6.3 seconds and it could reach a top speed of 270 km/h.
