Even tried that, Nothing.
Extracted it from the Beam Export now @Knugcab but its titled as 2.car and IDK if that still counts under naming convention violation
Well, if you had such large troubles, I can let it pass.
Any restrictions on quality, so long as there’s a lore justification for it?
Just keep it realistic. It’s rarely needed more than 2-3 points up or down, but I might let other stuff pass if it is, as you said, justified. Just don’t reach insane ET levels, don’t do obvious minmaxing, or cars so bad that they end up being meme builds.
And don’t sweat that I said that I want realistic engineering. I will not be harsh about it. Just don’t want obvious unrealistic stuff. Not a transverse 2 litre V12 in an econobox, to take an obvious example.
AEKI 100 - Family First
AEKI is a Swedish car company with long history. The company started as a heavy industries company before venturing into automotive sector during the 1930’s. The name is an abbreviation of the founder’s name, Anders Enar Kinberg.
In 1954, AEKI introduced it’s new family car range. The first true post-war design. This coincide with the new naming convention. Being the first, it’s the 100-series.
The first of the 100-series. MY1954. The name actually supposed to denotes the car’s ability to reach 100mph, but this was quickly forgotten as the plan for the next generation of car comes about and the name 200-series was decided early.
This series of car would also later having it’s middle number in the name denotes body type. So the fans would be retroactively referred to the earliest car as the AEKI 140.
It started as a basic 4-door sedan shape. Later there was an addition of the 120 sedan, the 150 station wagon. There was also the 120C, which was a special fastback coupe available later in it’s lifecycle.
AEKI 100 is a rather advanced car for it’s time. With monocoque construction and coil springs suspension. There are a lot of cutting edge design sprinkled in.
The first of the 100 comes with the Silver-100 series engine. At the beginning displaced 1.6-litre and producing 66hp. Transmission was 3-speed manual sending power to the rear wheel. Later trims had engine displacing up to 2.0-litre and 4-speed gearbox.
The Silver-100 Series engine is expandable up to 2.2-litre with potential for a lot more power, thus it was used quite a lot in competitive events. The AEKI 100 was used in rallying and circuit racing all over the world. The combination of speed and handling is irresistible to many racers.
Despite this, it wasn’t really promoted as a “sports” sedan. It’s supposed to be a family car first. It has seating for 6 or 5, with very early adoption of bucket seat as an option.
Another remarkable aspect of the AEKI 100 is, as with the company’s public image along with other prominent Swedish brand, it is an incredibly safe vehicle.
It utilised many of the safety features ahead of it’s time. There is a 3-point seatbelt, one of the first available. The dashboard is padded for absorbtion. There’s also collapsible steering column, and the structure of the car also takes deformation into consideration.
AEKI 100 was also exported to the United States, being one of the first “import” available. Indeed it was one of the best selling European import in the USA during the 1950’s.
All AEKI 100’s made in Malmö, Sweden. Which is also where the company headquarter still is today.
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You’re having trouble because of the / in the car’s name. Windows Explorer doesn’t support having / in the file name so when you exporting a car with / in it’s name it wouldn’t appear in the folder.
Darn. Should’ve remembered when submitting a car with / in it.
Interesting challenge, I have the perfect company for this. But, I’m not going to be able to join in on this challenge just yet because IVERA Motors was founded in 1956 didn’t start production of its first car until 1957.
Hey Knugcab, was was Sweden’s automotive imports with eastern communist countries during this time? One of my lore companies is based in the Czech Republic and I’m curious if that would even be an option for this?
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Mons Automotive
Introducing the
Mons Vertu B
New for 1955: The Mons Vertu B. Taking advantage of the economy boon of the mid-'50s, the Mons Vertu B aims to fill the needs of the growing “just-on-time” delivery business in city centres and villages alike.
Based on our micro-sized city car, the Vertu C, the Vertu B features our signature 1.3L OHV engine with a fuel economy minded tune that puts out 45 HP. The car is specifically designed for city driving, and remains agile and nimble in the tightest of inner city roads.
Don’t let the small size fool you: this car does offer a modicum of comfort for driver and passenger alike with bucket seats, air vents, and a single speaker AM radio mounted in the dash. Since it is a car-derived panel van, the suspension is comfortable (or at least, will not rattle your kidneys out of your body, we promise).
The rear box can haul a fair amount of goods, and is offered bare to allow for your own customization, or outfitted with shelving (as shown), or with a refrigerated compartment (costs extra). Doors on the side and hatches on the rear allow for ease of access.
This is the car to deliver the liquor to your pub, the local produce to your farmers market, the fresh milk to your doorstep. Small, cheap to buy, cheap to maintain, economical to drive, reliable, unobtrusive. You’ll only miss it when it’s gone, but then you’ll miss it… a lot.
For all of your (micro)-hauling needs, look no further: the Mons Vertu B has got you covered!
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Yes eastern bloc cars were around by then.
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Oh this is a really interesting one, I’ll probably be sending cars from my argentinian brand, ITA (you reviewed the Cuter some time ago for the trafikjournalen). Having car reviews from Europe will come handy for expanding the brand’s lore in my own thread.
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Definitely gonna cook up some old GMI… Might finally get to use the Pico… a small engined pov spec car…
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1955 KAI K40
This was KAI’s first large car, designed with an eye on the export market. The Premier trim shown here was powered by a 3.2-liter overhead-valve straight-six delivering 100 horsepower to the rear wheels via either a 3-speed manual or 2-speed automatic transmission. The running gear was simple - a unibody chassis with struts up front and a leaf-sprung live axle at the rear.
Pitched as an upmarket product, the Premier had a premium interior and radio in place of lesser trims’ cheaper standard items. Later models would be offered with larger engines and in other body styles, but the original form this first attempt at an executive sedan would go on to be remembered as a major export success, even in Europe.
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Cabrera 100 Deluxe
Lore
Cabrera´s first car after the civil war (they originally built licensed Renault 4CVs), it borrowed a lot of technology from that car, like the RR drivetrain.
Meant to be a cheap car to both buy and run, it had plenty of success in their own country Spain. Cheap labour costs also meant that the car could theoretically be a success overseas. And so, they were imported to several countries in small batches to test the markets.
This is one of them, only the Deluxe trim was offered overseas, as the lower trims were meant for the spanish market, still pretty affected by the war, and thus too spartan for the more wealthy european customer. It featured extra chrome details, a stroked version of our 800cc engine ,a radio and exclusive wheels.
A car meant to be a reliable transportation device and nothing else. Still, it found some success in rallying, thanks to it´s nimbleness and easily tunable engine.
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Might aim for the MPG Wars in here during the 90s, 80s and 2000s era.
For my brand, I will be doing a Spanish company called CADE. But for context, I should explain: in the late 40’s and early 50’s, Spain wasn’t in a very good spot. After over a century of stagnation and political instability, Spain had had only a very brief glimpse of freedom during the unstable Second Republic, before it collapsed into one of the most brutal and destructive civil wars of the time. Now under a backwards, theocratic fascist government, the country has found itself practically building its entire industry from scratch.
El CADE Scutermovil (1951)
About the Scutermovil.
This design, originally the Scutermovil 2 (as well as its commercial variant, the Scutermovil 3), was one of Spain’s most successful microcars at the time. First released in early 1948, it was basically the simplest design you could have and still move somewhere, making it one of the cheapest vehicles on the market; and to a peasantry that wasn’t even sure if they were going to have food next week, that was more than enough.
But the time when the Scutermovil 2 started becoming one of the bestselling autos in Spain (a few hundred were sold every year) coincided with when the government started looking to establish a national car brand. The government seized the opportunity, and “bought” the Scutermovil company before quickly building a large factory in Barcelona to mass produce them on a broader scale.
Development of this factory was very rushed, and the executives strongly prioritized cost over quality, so the car’s build quality suffered greatly. But in 1950, the newly established Companía Automóviles de España (CADE; Cah-Dey) finally had its first model ready for purchase (they kept the name “Scutermovil” because of its recognition).
They had made a few changes, most of these cost-cutting measures that made the car worse (such as replacing its engine with a larger 300cc i3 motor “bought” from a different company, which was llarger and more prestigious at the cost of being less efficient, less reliable, and no more powerful than the original). But they weren’t all bad; CADE added a reverse gear, a battery-starter, and a 4-seater variant, as well as turn signals and a wiper to meet the needs of the export market.
And you read that right; CADE had plans to export the design to foreign markets, in an attempt to establish a foothold in the market, as well as to show off the blossoming “industrial might” of Spain. Varying amounts of Scutermovils were exported to France, Portugal, Italy, and Belgium, as well as (after some overproduction issues) to Sweeden, Norway, Ireland and Switzerland. Its worth noting that exported models were sold for a higher cost to cover export costs ($6000 AMU for a 2-seat model abroad vs. $5470 AMU in Spain).
How this microcar was received in other countries varied, but in Spain it became a sort of temporary icon, with nearly 12,000 Scutermovils being made and sold until its discontinuation in 1958. Ultimately, however, the vast majority were eventually scrapped; and of the few surviving examples in Spain, almost all of them are from the original 1948-49 production run
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1954 F&S A Series 3500 Roadster
The year is 1945. Gareth Fletcher and Matthew Saunders, British world war two flying aces, take up post war life as engineers for Morris Motors. 1952 comes along, Morris merges with long time rivals Austin Motor Company and the lethargic hog that we knew British Leyland as was born. Now, Gaz and Matt were wise folk and foresaw that a happy marriage BL would not be. So, being good friends and all, bonded through their love of velocity they decide to jump ship, open a shed and come '53 there’s a new name in blighty. Fletcher & Saunders - F&S.
Their debut came in '54 with the A Series. Offered only as a roadster it was aimed at the big cats and prancing horses in the world of Le Mans and Mille Miglia. Through their previous supply chain connections they managed to create capacity to make a few thousand road cars available domestically and throughout Europe. To shift vehicles through the continent would be a colossal effort, a single dealer (if it could pass as one) in London and favours called through importers was their distribution network. Marketing would be be in one place - the race track. A twin carb straight six up front, 4 speed manual borrowed and heavily modified from the A40 Somerset in the middle and a pair of leafs at the back. But how would it be remembered?
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Schumann-Ursula Group
Munich-based Schumann-Ursula Group is currently Germany’s (and Europe’s) largest automaker. The group was formed in 1968 after a merger between fellow automakers Schumann and Ursula. Currently the firm has hundreds of factories over 30 countries, producing more than 10 billion cars per year.
VAG: Automation Edition
Companies involved:
| Company | Location | Founding Date | Acquisition Date | VAG Equivalent | Availability in Sweden |
|---|---|---|---|---|---|
| Schumann | Munich, Germany | 1902 | 1968 (co-founder) | Volkswagen (both passenger and commercial) | Yes (since 1950) |
| Ursula | Bremen, Germany | 1955 | 1968 (co-founder) | Audi | Yes (since 1963) |
| Altus | Sttugart, Germany | 1970 | * | Porsche/Lamborghini | Yes (since 1973) |
| Brighton-Kinley | Swindon, England | 1900 | 1984 | Bentley | Yes (since 1955) |
| Tovali (SAZ) | Sochi, Russia | 1933 (as SAZ), 1992 (as Tovali) | 1992 | Skoda | Yes (1973 - 1989 as SAZ, since 1996 as Tovali) |
| Nishiki | Osaka, Japan | 1939 | 1998 | Seat | Yes (since 1969) |
| Rave Motors | Miami, FL, USA | 2002 | 2004 | Bugatti (+ Hennessy) | Yes (since 2005) |
| Permata | Petaling Jaya, Selangor, Malaysia | 1988 | 2008 | Skoda (but Asian-focused) | No |
| Gujarat | Bangalore/Mumbai, India | 1950 | 2010 | None (should be Dacia) | No |
| Axion | Nanjing, China | 2014 | * | None (should be Lynk & Co + Tesla) | Yes (since 2017, but out of scope) |
Note: bold entries means that the company in the group will be involved in the challenge
* Created by the group
1953 Schumann A160 Deluxe
In the year 1950 Schumann officially entered the Swedish market as the firm’s second export market of vehicles after France. Prior to that, imports of Schumann vehicles were done without the company’s official involvement, and it stayed this way until the war started. Post-war Schumann focused on cheaper, but high-quality vehicles instead of luxury cars like they did on pre-war due to the dire situation in Germany at that time.
In 1952, the new A-series mid-size vehicles were launched. As the firm’s first post-war design, the front-engined monocoque A-series represents a new era of the firm’s lineup, with similarly designed models coming in the most of the 50s.
The A-series also introduced a new lineup of engines. Base models (A120) were equipped with 1.2 liter boxer-4 engines, with options for more powerful 1.4 and 1.6 liter engines (A140 and A160) are also offered. 3-speed manual is standard, but a 2-speed automatic transmission is also offered for the A160 model.
The A-series is also offered with 5 different body styles, which are 2 and 4 door sedans, an estate, a fastback sedan (shown on the pics) and a van. All models have double wishbone front suspension, but only the van has rear leaf springs while the rest of the lineup uses solid axles with coil springs.
This model shown is the mid-range Deluxe fastback model, with the optional 1.6 liter boxer (Deluxe models were offered with the 1.4 as standard) The Deluxe models have a radio and bucket seats as standard as well as more chromed parts to match its style.
The A-series got a facelift in 1956 with a refreshed design and more equipment, but the engines and transmission options still stayed the same. Sales of this generation of the A-series continued until 1958 when its replacement was introduced. However, the fastback was dropped on the release of the second generation model in Sweden, despite the body style still being sold in its home market.
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