Straight out of the mystical land of the Netherlands, the Lanea 2.8 DTS brings comfort, sporty dynamics and diesel economy together in one fun and economical package. Go around the twisties while returning home with 6.3 L/100km. Shred rubber (or don’t, with traction control as standard) with the 135-kilowatt and 418-Nm 2.8-litre turbocharged straight-six. The days of diesels being pathetic econoboxes are over.
One thing we’ve overlooked in the rules discussion is reliability of mechanical vs. electronic injection. I can’t speak for gasoline MFI as I have no experience with it, but when it comes to diesels, abundant personal and professional experience shows the 1-wire types head and shoulders more reliable than the computer-controlled ones. The game, however, models it the opposite way.
1994 Branson S270d Performance
Debuting as Branson’s first all-new model since 1978, the S-series is their newest foray into the midsize sports sedan realm, with an all-new platform dubbed “BMP-1”, providing 75% greater torsional and 88% greater structural rigidity over its predecessor, all-new engines, and new transmissions, all rolled up into modern sheetmetal. Shown here is the S270d Performance, the highest diesel trim available in the S-series hierarchy. Powered by an all-new 2.7L turbodiesel inline-6 making 215 horsepower and 355lb-ft of torque routed through a brand-new in-house designed 5-speed electronically controlled automatic to the rear wheels via a torque sensing limited slip differential, the S270d Performance is capable of 0-60 in 7.7 seconds, onto a top speed of 155 miles per hour. The Performance trim stands out from other S270d models with larger 17-inch Aileron wheels, a Performance-specific lower fascia, a standard limited slip differential, 3-position adjustable dampers, firmer suspension and a 25mm lower ride height. Performance trim S270d models also include 12-way adjustable leather seats with heating, massage and 2-person memory, Branson’s first GPS navigation system, dual zone automatic climate control, soft-close doors, heated and power-folding mirrors, keyless access with alarm function, and our brand-new ActiveDrive system, a laser-guided cruise control system that syncs with the speed of a car in front of the S270d and maintain that speed (however, this system only functions from 19mph to 80mph) and will intelligently slow down when cars ahead slow down, however, this system cannot control acceleration and requires driver input to regain speed. The S270d Performance shown here is painted in Riviera Blue Metallic with a Siren Grey and Natural Ash Wood interior, and carries an MSRP of $30,000.
1994 Branson S270d Performance
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Base Price/Price As Tested;
$30,000/$30,000
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Final Assembly;
Assembled at Branson Coventry Manufacturing, Coventry, England
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Body Style;
Front engine, rear-wheel drive, 5-passenger, 4-door sedan
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Engine;
Branson VT-series - VT27tdS-R0
Longitudinally-mounted, single turbocharged 2.7L/2699cc inline-6
Iron block and aluminum alloy heads, forged internals
Electronically driven injector pump
Chain and belt-driven dual overhead camshafts, 4 valves per cylinder, single standard low-allowance air intake
11.5:1 compression ratio
215 horsepower at 4,000 RPM
355lb-ft of torque at 2,100 RPM
4,500 RPM redline
Single-exit exhaust with a high-flow 3-way catalytic converter and dual reverse flow mufflers
Diesel fuel required
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Drivetrain;
Electronically controlled 5-speed automatic with a manual shifting mode
3.82:1 final drive ratio
Rear-wheel drive with a torque-sensing limited slip differential
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Dimensions;
2.85 meter wheelbase
4.81 meter overall length
1.79 meter overall width
245 millimeters of ground clearance
0.286 Cd drag coefficient
56% front, 44% rear weight distribution
3,434 pound curb weight
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Chassis/Body;
Unitary galvanized steel monocoque with isolated subframes
Stamped aluminum and steel body panels
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Suspension;
Front independent control arms, coil springs, 3-positon electronically adjustable dampers, anti-roll bar
Rear independent 5-link, coil springs, 3-position electronically adjustable dampers, anti-roll bar
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Steering;
Hydraulically assisted variable rack and pinion steering
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Brakes;
Hydraulic with anti-lock control
320mm front ventilated disc brakes with 2 piston rotors
235mm rear ventilated disc brakes with 1 piston rotors
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Wheels;
17-inch cast aluminum alloy wheels
P235/45R17 98Z front and rear tires
30psi front and rear
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Performance;
0 to 62 MPH in 7.7 seconds
155 MPH top speed (electronically limited)
15.73 second standing 1/4 mile drag test
62-0 MPH in 45.5 meters
0.787g on a 20m cornering test, 0.768g on a 200m cornering test
Fully defeatable traction and stability control
28 MPG city/36 MPG highway/32 MPG combined
Car based on an IFV-platform, should give amazing offroad and environmental resistance. 
A diesel with 11.5:1 compression ratio? 
Good thing this is Automationverse. 
The Martinique was brand new for 1994, at 4.73m, the 2nd smallest sedan in the Cabirou ladder between the Montpelier and Laconia. Like the rest of the Cabirou lineup, the FWD luxury sedan was designed with the US marked in mind and focused on a cossetting driving experience, with luxurious features like air springs and adaptive dampers.
However, as was the trend of the time, Cabirou offered a sporty trim, the GX, to attempt to attract some younger buyers. GX models gained 20mm wider tires on 16" wheels, body color grille surround and trim in place of much of the typical chrome, a lower and sportier suspension tune, and a small rear spoiler.
Though the car was designed with the US market in mind, the reasonable success in Europe of the smaller Montpelier in the years prior meant the suits at Turból were willing to make an extra effort in tweaking the Martinique for sales on the continent.
One of the major tweaks would be the powertrain, where one of the available engines would be the brand new Turból corporate turbodiesel. Their first ever designed specifically for passenger car use, the 2.8 liter V6 produced 145 hp @ 3300 rpm, which paired with the standard 5 speed manual, could bring the Martinique GX to 100kmh in 8.3 seconds.
From the beginning of Arlington’s ownership of Waldersee, the two brands’ engineering and supply lines had a degree of separation. This allowed German engineers and buyers alike to keep being snobby about the cars not being “American”, and it kept Arlington “proudly Domestic” as well. This made the '88 Waldersee Ritter a serious break from convention, since - minus its rear-drive floorpan and drivetrain as well as a different front clip - it shared practically its entire chassis with the new front-drive Arlington Antares. Still though, the Germans got German engines and equipment, while Americans got American ones (complete with six-seater interiors and the like).
On the Waldersee side of things, everything from a small four-cylinder to a supercharged six were available - as well as two surprisingly American-influenced diesels. Developed with the aid of Arlington’s Engine Balance Laboratory, responsible for the smoothness of the company’s 90-degree V6s, these engines - a 2.7-liter i4 and 3.4-liter i5, with the former having a low-deck 2-liter version for hostile tax markets - would serve as the brand’s assault on the existing turbodiesel crowd. The 1993-update five-cylinder, laid 40 degrees off the vertical, served as the top sporty option, putting out 164hp@3200 and 333lbf-ft@1800 and hurtling manual Freiherrs to 60 mph in a mere 7.7 seconds. Relying on a simple 2-valve crossflow head and prechamber injection, as well as an iron block, meant an essentially indestructible engine.
To get a nice and high-trim Freiherr with this top turbodiesel alongside leather seats, a highbrow CD player and sound system, as well as power everything - one would have to shell out somewhere around AM$20,000. Not crazy money compared so some competitors - and after all, the company was still seeking an image as a “premium brand that mainstream buyers could reach”. And as long as nobody in the showroom was a keen follower of Arlington happenings overseas or was seriously averse to a late-80s neon future aesthetic, the pitch was solid.
Régal introduce the diesel powered 344. As the last facelift of the 80s model, this bring over 170hp to the table and a good amount of torque with a 2.5L I5. Starts just under 20k AMU.
Buy one today!
by Zephorus Design
Diesel doesn’t mean slow.
Fast Doesn’t mean uncomfortable.
Comfortable doesn’t mean boring.
Factory Widebody
2.5 V6 TDi, DOHC 4 Valves, Common Rail
432 nm @ 2100 RPM, 194 hp @ 4300 RPM
5 spd Tiptronic, Torsen LSD
Leather seats, Mark Levinson Head Unit
Hydraulic Power Steering, Adaptive Springs
7s 0-100 km/h
6.2L/100km (Combined)
A Collab between @GetWrekt01 and @Riley
Submissions closed. Who has posted an ad can send me the car until tomorrow morning. Discord submissions that included an ad will be posted tomorrow morning by me as well.
Aaaagh, fcuk, I didn’t pay attention to the submission ending hour. I’m really disappointed that I didn’t have time to prepare a car for this 
Will you manage to have a Car by tomorrow morning?
I have a car ready to submit
Then hurry Up…
Its acutally unfair to others to make a Deadline and Not follow it. But since I do the instabins tomorrow afternoon and Not earlier, try your luck until then but after that its really closed…
I hate denying entries but at some Point I need to follow the Rules I have Set.
Either I’ll manage to have it earlier or not at all, we’ll see in an hour or two (I have… something, but it’s definitely too unfinished yet). Nice of you to consider allowing it, I hope other participants would be ok with this too?
Edit: nope, unfortunately no car from me.
