The ATL Automobiles & Automakers Thread.

[Masked Grizzly]

· Timeline: None in particular
· Model Name: Lada Signet
· Manufacturer: Lada
· Model Type: 3/5-door Hatchback
· Model Year: 1981
· Model Lifetime: 1970-1988
· Origin: Togliatti, Russia (former Soviet Union)
· Engine: 1197cc 4-cylinder engine
· Power: 60 hp (later joined by 48 hp 965cc and 70 hp 1438cc 4-cylinders)
· Drivetrain: Front-engined, front-wheel-drive
· Transmission: 4-speed manual
· Weight: 830-885kg
· 0-60 mph: 16-17 seconds
· Top Speed: 90 mph
· Number Produced: 2.500.000

Better known as the Lada Signet outside the former Soviet Union, it is a re-engineered version of the Autobianchi Primula tailored for the nations of the Eastern Bloc, but (like the Lada Laika - a Soviet Autobianchi A111) was widely exported to the West as a budget "no-frills" car. Although the facelifted Lada Signet II versions largely replaced it in the West in the early 1980s, it was still produced for the domestic market as late as 1988.

It was rumored that the Italians wanted the Soviets to choose the Fiat 124 instead of the Autobianchi Primula though in the end eventually gave in once the Soviets kept stressing the practical values of having a modern car that featured both front-wheel drive and a hatchback bodystyle, neither of which the Fiat 124 possessed.

Despite being advanced the lack of money and proper development meant that the Ladas would soon fall behind Western carmakers until the fall of the Soviet Union.

-Note: Inspired by Dante Giacosa’s OTL account of Fiat’s collaboration with the Soviets in the mid-1960s on what would later become the Lada, despite the Russians preferring the front-wheel drive Autobianchi Primula hatchback and Dante being asked to suggest the front-wheel drive Fiat 123 E4 4-door prototype (that would later become the Autobianchi A111) then Fiat President Vittoria Valletta intended from the outset that the choice should fall on the rear-wheel drive Fiat 124. (Source: Page 299/300 - http://www.fiatspa.com/en-US/group/...Giacosa_-_Forty_Years_of_Design_with_Fiat.pdf)

 

[NothingNow]

Timeline:Sticking With a Sure Thing V2.0
Model Name/Manufacturer: Jeep Grand Wagoneer (XK)
Model Type: Full-Size Luxury SUV.
Model Years: 2006-2014
Nation of Origin: United States
Production run: 343,275 worldwide.
Drivetrains: All Front Engine Full or Part-Time 4WD (Select-trac III or Quadra Drive II/III depending on model.)
- 3.0L OM642 Turbodiesel V6, 157 kW (211 bhp)/540 N·m (400 lb·ft) with 5 speed automatic (W5A580/5G-tronic) MY2006-2011
- 3.0L OM642 Turbodiesel V6, 157 kW (211b hp)/540 N·m (400 lb·ft) with 7 speed automatic (7G-tronic) MY2012-2014
- 3.7L PowerTech V6 157 kW (210 bhp)/319 N·m (235 lb·ft) with 5-speed 545RFE automatic MY2006-2011
- 3.6L PentaStar V6 216 kW (290 bhp)/353 N·m (260 lb·ft) with 8 speed automatic (ZF 8HP45E) MY2012-2014
- 4.2L TurboStar Turbodiesel V8 240 kW (322 bhp)/650 N·m (479 lbf·ft) with 8-speed automatic (ZF 8HP70) MY2012-2014
- 5.7 L Hemi V8 246 kW (330 bhp)/508 N·m (375 lb·ft) with 5-speed 545RFE automatic MY2006-2009
- 5.7 L Hemi V8 266 kW (357 bhp)/527 N·m (389 lb·ft) with 5-speed 545RFE automatic MY2009-2011
- 5.7 L Hemi V8 268 kW (360 bhp)/529 N·m (390 lb·ft) with 8-speed automatic (ZF 8HP70) MY2012-2014
Dimensions:
Length: 188.5 in (4,787.9 mm)
Width: 75.0 in (1,905.0 mm)
Height: 71.9–75.6 in (1,826.3–1,920.2 mm)
Wheelbase: 109.5 in (2,781.3 mm)
Weight: 4,391–4,829 lb (1,992–2,190 kg)

Description:
Intended as part of Daimler Chrysler's attempt to move Jeep partially upmarket to take on Ford's Land Rover marque and Toyota's Land Cruiser family of luxury and utility SUVs, the XK Grand Wagoneer was intended to be a new full size model to compete with both brands' 3-row models, using traditional Jeep unibody construction. Global reception was mixed, although sales exceeded expectations. Domestically, a $60,000 USD starting price was considered to be a bit high for such a vehicle, but successfully stole sales from Lexus' GX and LX series, and the Cadillac Escalade, all of which were woefully obsolete, or perceived as being too 'urban' for Jeep's target market, (that the Grand Wagoneer was arguably nicer than and cost far less than the Land Cruiser J200 twins did was a nice benefit.)
An MY2012 refresh included a new Diesel V8 intended to compare with Ford's Lion TDV8 and Toyota's VD series engines, and proved to be popular internationally when incorporated into the Grand Wagoneer and 3/4-ton Jeep Gladiator/J8.
The Grand Wagoneer is due to be replaced by a new model in MY2015, following a nine year production run, including two design refreshes. It will again share a platform with the Grand Cherokee on which the XK was based.
OTL Equivalent: Jeep Commander (design, size), Toyota Land Cruiser J200, Lexus (LX J200), Land Rover Discovery 3/4 (market position)

 

[CaliBoy1990]

Timeline:Sticking With a Sure Thing V2.0
Model Name/Manufacturer: Jeep Grand Wagoneer (XK)
Model Type: Full-Size Luxury SUV.
Model Years: 2006-2014
Nation of Origin: United States
Production run: 343,275 worldwide.
Drivetrains: All Front Engine Full or Part-Time 4WD (Select-trac III or Quadra Drive II/III depending on model.)
- 3.0L OM642 Turbodiesel V6, 157 kW (211 bhp)/540 N·m (400 lb·ft) with 5 speed automatic (W5A580/5G-tronic) MY2006-2011
- 3.0L OM642 Turbodiesel V6, 157 kW (211b hp)/540 N·m (400 lb·ft) with 7 speed automatic (7G-tronic) MY2012-2014
- 3.7L PowerTech V6 157 kW (210 bhp)/319 N·m (235 lb·ft) with 5-speed 545RFE automatic MY2006-2011
- 3.6L PentaStar V6 216 kW (290 bhp)/353 N·m (260 lb·ft) with 8 speed automatic (ZF 8HP45E) MY2012-2014
- 4.2L TurboStar Turbodiesel V8 240 kW (322 bhp)/650 N·m (479 lbf·ft) with 8-speed automatic (ZF 8HP70) MY2012-2014
- 5.7 L Hemi V8 246 kW (330 bhp)/508 N·m (375 lb·ft) with 5-speed 545RFE automatic MY2006-2009
- 5.7 L Hemi V8 266 kW (357 bhp)/527 N·m (389 lb·ft) with 5-speed 545RFE automatic MY2009-2011
- 5.7 L Hemi V8 268 kW (360 bhp)/529 N·m (390 lb·ft) with 8-speed automatic (ZF 8HP70) MY2012-2014
Dimensions:
Length: 188.5 in (4,787.9 mm)
Width: 75.0 in (1,905.0 mm)
Height: 71.9–75.6 in (1,826.3–1,920.2 mm)
Wheelbase: 109.5 in (2,781.3 mm)
Weight: 4,391–4,829 lb (1,992–2,190 kg)

Description:
Intended as part of Daimler Chrysler's attempt to move Jeep partially upmarket to take on Ford's Land Rover marque and Toyota's Land Cruiser family of luxury and utility SUVs, the XK Grand Wagoneer was intended to be a new full size model to compete with both brands' 3-row models, using traditional Jeep unibody construction. Global reception was mixed, although sales exceeded expectations. Domestically, a $60,000 USD starting price was considered to be a bit high for such a vehicle, but successfully stole sales from Lexus' GX and LX series, and the Cadillac Escalade, all of which were woefully obsolete, or perceived as being too 'urban' for Jeep's target market, (that the Grand Wagoneer was arguably nicer than and cost far less than the Land Cruiser J200 twins did was a nice benefit.)
An MY2012 refresh included a new Diesel V8 intended to compare with Ford's Lion TDV8 and Toyota's VD series engines, and proved to be popular internationally when incorporated into the Grand Wagoneer and 3/4-ton Jeep Gladiator/J8.
The Grand Wagoneer is due to be replaced by a new model in MY2015, following a nine year production run, including two design refreshes. It will again share a platform with the Grand Cherokee on which the XK was based.
OTL Equivalent: Jeep Commander (design, size), Toyota Land Cruiser J200, Lexus (LX J200), Land Rover Discovery 3/4 (market position)

Good one! Here's another one from me; I'll be going back to the Sobel 'Verse for this one, though.

Timeline:Sticking With a Sure Thing V2.0
Model Name/Manufacturer: Arizona Cavalcante
Model Type: Luxury Sports Car
Model Year: 1957
Model Lifetime: 1954-1957 (First Generation)
Place of Origin: Monterrey, Arizona, U.S.M.
Production run: 75,315
Drivetrain: Front engine, rear-wheel-drive
Engine: 4.75 litre V-8
Horsepower: 194 hp @ 4,700 rpm (1954 only), 224 hp @ 4,800 rpm, 242 hp @ 5,000 rpm (April 1956-September 1957), 284 hp @ 5,400 rpm
Width: 77.8 in
Height: 53.2 in.
Wheelbase: 118.4 in
Weight: 3,298-3,577 lbs.
Description: The Arizona Motor Company's premier product since 1954, and this was it's first generation.
OTL Equivalent: Ford Thunderbird(purpose), 1953 Olds F-88 Concept Car(appearance).

 

[CaliBoy1990]

Timeline: None in particular
Model Name: Cadillac Sixteen
Manufacturer: Cadillac
Model Type: Luxury Sedan
Model Year: 2009
Model Lifetime: 2008-2016
Origin:
- Michigan, U.S.
Engine: 10.5/10.8 liter V-16
Power: 797 hp @ 5,700 rpm(2008-2011), 868 hp @ 6,200 rpm (2011-201?)
Drivetrain: Front-engined, rear wheel drive
Transmission: 4-speed auto, 3.52:1 gear ratio
Weight: 4,687 lbs.
Top Speed: 188/192 mph (limited), 205/216 mph (actual)
MSRP: $492,787
Number Produced: 1,600 planned
The Cadillac Sixteen was perhaps the most ambitious project GM had ever undertaken in their whole history. The original concept was built, along with the Cien, to honor Cadillac's centennial, but unlike it's sister car, GM actually decided to gamble and try to build a production version. The company then spent several years developing the vehicle, refining it constantly until it's 2008 release, just in time for GM's own centennial anniversary. And when it came out, the car was rather happily lauded for blending both performance and luxury in a truly sleek and distinctive package(and seating for five besides!); even the gentlemen at Rolls-Royce and Bugatti could not help but be impressed. As of 2014, about 1,200 of these cars have been built, right on schedule as hoped. Rumors are currently floating around that the 2016 models will end up being truly special in their own right....and that GM's new CEO, Mary T. Barra, is going to have a personal hand in seeing off these final pieces of automotive art.

 

[Petike]

Where do you keep getting all these concept cars ?

 

[CaliBoy1990]

Where do you keep getting all these concept cars ?

You wouldn't believe just how helpful Google's been in terms of photos, btw, or rather, links to them; for example, the photo of the Cadillac that you've seen was originally from autoevolution(dot)com. LegendaryCollectorCars was the source of the Oldsmobile photo, and a site called VehicleVoice supplied the photo of the Ford Carousel concept car.

 

[CaliBoy1990]

And now, for something different.....

This is perhaps the first car spec I've ever posted from a PC game, as far as I can recall. For those of you BeamNG players out there, here's one of my favorite models that they've made:

Timeline: BeamNG universe
Model Name: Bruckell Moonhawk
Manufacturer: Bruckell
Model Type: Sports Coupe
Model Year: 1977
Model Lifetime: 1974-1979 (this model)
Origin: U.S.A.
Engine: 4.5 liter V-8
Power: 190 hp @ 3,750 rpm/225 hp @ 4,000 rpm/287 hp @ 4,700 rpm
Drivetrain: Front-engined, rear wheel drive
Transmission: 3-speed auto, 3.02:1 gear ratio/4-speed manual 2:92.1 gear ratio
Weight: 3,512 lbs(base model)
Top Speed: 111-136 mph
MSRP: $5,500-10,000
Number Produced: 50,000
Description: A typical '70s American car, mostly, but the supercharged Special can do almost 140 miles an hour even with normal driving tires.

(Credit, of course, goes to the developers of BeamNG for the original car.)

 

[CaliBoy1990]

Timeline: BeamNG universe
Model Name: Gavril D15 Pickup
Manufacturer: Gavril
Model Type: Pickup truck
Model Year: 1992
Model Lifetime: 1991-1996 (this model)
Origin: U.S.A.
Engine: 4.5 liter V-8
Power: 200 hp @ 4,200 rpm/ 250 hp @ 4,400 rpm
Drivetrain: 4WD
Transmission: 4-speed auto
Weight: 4,189 lbs. (200 hp Base model)
Top Speed: 109-120 mph
MSRP: $12,000-30,000
Number Produced: 452,000
Description: A tough and dependable workhorse from the folks at Gavril.
(Credit, of course, goes to the developers of BeamNG for the original car.)

 

[TheMann]

The Sports Car Wars: The Field

Entry List

DeltaWing Racing Cars
#0 DeltaWing DW14R - Mitsubishi 4B11TR
Andy Meyrick (UK) / Katherine Legge (UK) / Gabby Chaves (POR)

Audi Sport Team Joest
#1 Audi R18 TDI e-tron Quattro
Tom Kristiensen (DK) / Marc Gene (ESP) / Lucas di Grassi (BR)
#2 Audi R18 TDI e-tron Quattro
Andre Lotterer (FRA) / Marcel Fassler (GER) / Benoit Treluyer (FRA)

Audi Sport Team Kolles
#3 Audi R15 TDI Plus
Felipe Alberquerque (POR) / Oliver Jarvis (UK) / Marco Bonanomi (ITA)
#4 Audi R15 TDI Plus
Adrien Tambay (FRA) / Jeff Krosnoff (USA) / Michael Galati (USA)

Mobil 1 Porsche Team
#5 Porsche 919 Hybrid
Mark Webber (AUS) / Timo Bernhard (GER) / Brendon Hartley (AUS)
#6 Porsche 919 Hybrid
Marc Lieb (GER) / Romain Dumas (FRA) / Neel Jani (SWI)

Team Cadillac
#7 Cadillac Northstar LMP-V
Jordan Taylor (USA) / Ricky Taylor (USA) / James Hinchcliffe (CAN)
#8 Cadillac Northstar LMP-V
A.J. Allmendinger (USA) / Al Unser Jr. (USA) / Sean Kennedy (IRL) / Ron Fellows (CAN)

Toyota Racing Global
#9 Toyota TS040 Hybrid
Alexander Wurz (GER) / Stephane Sarrazin (FRA) / Kazuki Nakajima (JPN)
#10 Toyota TS040 Hybrid
Anthony Davidson (UK) / Sebastien Buemi (SWI) / Nicolas Lapierre (FRA)

Peugeot Talbot Sport
#11 Peugeot 908 HDi Hybrid-4 GSR
Franck Montagny (FRA) / Pedro Lamy (POR) / Jacques Villeneuve (CAN)
#12 Peugeot 908 HDi Hybrid-4 GSR
Romain Grosjean (FRA) / Casey Mears (USA) / Ricardo Zonta (BR)

Chrysler Motorsports
#14 Chrysler Patriot VIII
Ryan Newman (USA) / Karl Wendlinger (AUT) / Chaz Mostert (AUS)
#15 Chrysler Patriot VIII
Scott Pruett (USA) / Michael McDowell (USA) / Kumo Wittmer (CAN)

Dyson Racing Team
#16 Lotus 155 - Cadillac Northstar XV12
Chris Dyson (USA) / Butch Leitzinger (USA) / Townsend Bell (USA) / A.J. Foyt IV (USA)

Panoz Auto Development
#17 Panoz LMP14/2
David Brabham (AUS) / Jan Magnussen (DK) / Alex Davison (AUS)
#18 Panoz LMP14/2
Cooper MacNeil (USA) / Jeroen Bleekemolen (NED) / Klaus Graf (GER)

Vector Automotive Technologies
#19 Vector R44E - Cadillac Northstar XV12
Giancarlo Fisichella (ITA) / Devon Washington (USA) / Keisuke Kunimoto (JPN)
#20 Vector R44E - Cadillac Northstar XV12
Toni Vilander (FIN) / Sage Karam (USA) / Jimmy Vasser (USA)

OAK Racing
#21 Ligier JS70 - Nissan VRH50
Christian Klien (DK) / Narain Kathikeyan (IND) / Adderly Fong (CHN)

Nissan Motorsports Global
#22 Nissan ZEOD RC
Alex Brundle (UK) / Satoshi Motoyama (JPN) / Lucas Ordonez (ESP)
#23 Nissan ZEOD RC
Joao Paulo de Oliviera (BR) / Michael Krumm (GER) / Naoki Yamamoto (JPN)

GreenGT Technologies
#24 GreenGT Technologies GreenGT V2H2
Christian Pescatori (ITA) / Nicolas Minassian (FRA) / Andrew Jordan (UK) / Sarah Arellano-Nunez (USA)

Rebellion Racing
#25 Rebellion R-One - Toyota RV10C
Nick Heidfeld (GER) / Nicolas Prost (FRA) / Mattias Beche (SWI)
#26 Rebellion R-One - Toyota RV10C
Fabio Leimer (SWI) / Julien Cevert (FRA) / Andrea Belicchi (ITA)

BMW Team Schnitzer
#27 BMW-Williams SRT8V
Augusto Farfus (BR) / Bruno Senna (BR) / Joey Hand (USA) / Bill Auberlen (USA)
#28 BMW-Williams SRT8V
J.J. Lehto (FIN) / Gustavo Yacaman (COL) / Jorg Muller (GER) / Andy Priaulx (UK)

Castrol Mugen Project Dome
#29 Dome S107 - Honda RA814A
Takashi Kobayashi (JPN) / Hideki Mutoh (JPN) / Youichi Imamura (JPN) / Nobuteru Taniguchi (JPN)

Team Lotus
#30 Lotus 155 - AER P101
Marco Sorensen (DK) / Vitaly Petrov (RUS) / Dario Franchitti (UK)
#31 Lotus 155 - AER P101
Markus Palttala (FIN) / Carlos Huertas (COL) / Sam Bird (UK)

Aston Martin Racing
#32 Aston Martin DBR6/2
Darren Turner (UK) / Steven Richards (NZ) / Robb Holland (USA)
#33 Aston Martin DBR6/2
Jenson Button (UK) / Mat Jackson (UK) / Andrew Ranger (CAN)

Pescarolo Sport
#34 Pescarolo 05 - Peugeot HDi
Emmanuel Collard (FRA) / Sebastien Bourdais (FRA) / Jason Cevert (FRA)
#35 Pescarolo 05 - Peugeot HDi
Sebastien Loeb (FRA) / Frederic Makowiecki (FRA) / Simon Pagenaud (FRA)

Racing for Holland
#36 Pescarolo 05 - Judd GV5.5
Jos Verstappen (NED) / Beitske Visser (NED) / Renger van der Zande (NED)

Monster Energy Action Express Racing
#37 Riley and Scott Mk XXVI - Chevrolet R10SC
Joao Barbosa (POR) / Christian Fittipaldi (BR) / Mauricio Gugelmin (BR) / Michael Ammermuller (GER)
#38 Riley and Scott Mk XXVI - Chevrolet R10SC
Colin Braun (USA) / Kurt Busch (USA) / Conor Daly (USA) / Jaime Alguersari (ESP)

TV Asahi Team Dragon
#39 Panoz LMP14/2
Hironobu Yasuda (JPN) / Shinji Nakano (JPN) / Keiko Ihara (JPN) / Takuma Sato (JPN)

Extreme Speed Motorsports
#40 Dome S107 - Honda RA814A
Anthony Lazzaro (USA) / Memo Gidley (USA) / Ryan Dalziel (UK) / Robert Doornbos (NED)
#41 Dome S107 - Honda RA814A
Tomas Schekter (RSA) / Robyn Kruger (RSA) / Richard Bradley (UK) / Ed Brown (USA)

Starworks Motorsports
#42 Riley and Scott Mk XXVI - Chevrolet R10SC
Marcos Ambrose (AUS) / Michael Valiante (CAN) / Dane Cameron (USA) / Raphael Matos (BR)

 

[CaliBoy1990]

The Sports Car Wars: The Field

Entry List

DeltaWing Racing Cars
#0 DeltaWing DW14R - Mitsubishi 4B11TR
Andy Meyrick (UK) / Katherine Legge (UK) / Gabby Chaves (POR)

Audi Sport Team Joest
#1 Audi R18 TDI e-tron Quattro
Tom Kristiensen (DK) / Marc Gene (ESP) / Lucas di Grassi (BR)
#2 Audi R18 TDI e-tron Quattro
Andre Lotterer (FRA) / Marcel Fassler (GER) / Benoit Treluyer (FRA)

Audi Sport Team Kolles
#3 Audi R15 TDI Plus
Felipe Alberquerque (POR) / Oliver Jarvis (UK) / Marco Bonanomi (ITA)
#4 Audi R15 TDI Plus
Adrien Tambay (FRA) / Jeff Krosnoff (USA) / Michael Galati (USA)

Mobil 1 Porsche Team
#5 Porsche 919 Hybrid
Mark Webber (AUS) / Timo Bernhard (GER) / Brendon Hartley (AUS)
#6 Porsche 919 Hybrid
Marc Lieb (GER) / Romain Dumas (FRA) / Neel Jani (SWI)

Team Cadillac
#7 Cadillac Northstar LMP-V
Jordan Taylor (USA) / Ricky Taylor (USA) / James Hinchcliffe (CAN)
#8 Cadillac Northstar LMP-V
A.J. Allmendinger (USA) / Al Unser Jr. (USA) / Sean Kennedy (IRL) / Ron Fellows (CAN)

Toyota Racing Global
#9 Toyota TS040 Hybrid
Alexander Wurz (GER) / Stephane Sarrazin (FRA) / Kazuki Nakajima (JPN)
#10 Toyota TS040 Hybrid
Anthony Davidson (UK) / Sebastien Buemi (SWI) / Nicolas Lapierre (FRA)

Peugeot Talbot Sport
#11 Peugeot 908 HDi Hybrid-4 GSR
Franck Montagny (FRA) / Pedro Lamy (POR) / Jacques Villeneuve (CAN)
#12 Peugeot 908 HDi Hybrid-4 GSR
Romain Grosjean (FRA) / Casey Mears (USA) / Ricardo Zonta (BR)

Chrysler Motorsports
#14 Chrysler Patriot VIII
Ryan Newman (USA) / Karl Wendlinger (AUT) / Chaz Mostert (AUS)
#15 Chrysler Patriot VIII
Scott Pruett (USA) / Michael McDowell (USA) / Kumo Wittmer (CAN)

Dyson Racing Team
#16 Lotus 155 - Cadillac Northstar XV12
Chris Dyson (USA) / Butch Leitzinger (USA) / Townsend Bell (USA) / A.J. Foyt IV (USA)

Panoz Auto Development
#17 Panoz LMP14/2
David Brabham (AUS) / Jan Magnussen (DK) / Alex Davison (AUS)
#18 Panoz LMP14/2
Cooper MacNeil (USA) / Jeroen Bleekemolen (NED) / Klaus Graf (GER)

Vector Automotive Technologies
#19 Vector R44E - Cadillac Northstar XV12
Giancarlo Fisichella (ITA) / Devon Washington (USA) / Keisuke Kunimoto (JPN)
#20 Vector R44E - Cadillac Northstar XV12
Toni Vilander (FIN) / Sage Karam (USA) / Jimmy Vasser (USA)

OAK Racing
#21 Ligier JS70 - Nissan VRH50
Christian Klien (DK) / Narain Kathikeyan (IND) / Adderly Fong (CHN)

Nissan Motorsports Global
#22 Nissan ZEOD RC
Alex Brundle (UK) / Satoshi Motoyama (JPN) / Lucas Ordonez (ESP)
#23 Nissan ZEOD RC
Joao Paulo de Oliviera (BR) / Michael Krumm (GER) / Naoki Yamamoto (JPN)

GreenGT Technologies
#24 GreenGT Technologies GreenGT V2H2
Christian Pescatori (ITA) / Nicolas Minassian (FRA) / Andrew Jordan (UK) / Sarah Arellano-Nunez (USA)

Rebellion Racing
#25 Rebellion R-One - Toyota RV10C
Nick Heidfeld (GER) / Nicolas Prost (FRA) / Mattias Beche (SWI)
#26 Rebellion R-One - Toyota RV10C
Fabio Leimer (SWI) / Julien Cevert (FRA) / Andrea Belicchi (ITA)

BMW Team Schnitzer
#27 BMW-Williams SRT8V
Augusto Farfus (BR) / Bruno Senna (BR) / Joey Hand (USA) / Bill Auberlen (USA)
#28 BMW-Williams SRT8V
J.J. Lehto (FIN) / Gustavo Yacaman (COL) / Jorg Muller (GER) / Andy Priaulx (UK)

Castrol Mugen Project Dome
#29 Dome S107 - Honda RA814A
Takashi Kobayashi (JPN) / Hideki Mutoh (JPN) / Youichi Imamura (JPN) / Nobuteru Taniguchi (JPN)

Team Lotus
#30 Lotus 155 - AER P101
Marco Sorensen (DK) / Vitaly Petrov (RUS) / Dario Franchitti (UK)
#31 Lotus 155 - AER P101
Markus Palttala (FIN) / Carlos Huertas (COL) / Sam Bird (UK)

Aston Martin Racing
#32 Aston Martin DBR6/2
Darren Turner (UK) / Steven Richards (NZ) / Robb Holland (USA)
#33 Aston Martin DBR6/2
Jenson Button (UK) / Mat Jackson (UK) / Andrew Ranger (CAN)

Pescarolo Sport
#34 Pescarolo 05 - Peugeot HDi
Emmanuel Collard (FRA) / Sebastien Bourdais (FRA) / Jason Cevert (FRA)
#35 Pescarolo 05 - Peugeot HDi
Sebastien Loeb (FRA) / Frederic Makowiecki (FRA) / Simon Pagenaud (FRA)

Racing for Holland
#36 Pescarolo 05 - Judd GV5.5
Jos Verstappen (NED) / Beitske Visser (NED) / Renger van der Zande (NED)

Monster Energy Action Express Racing
#37 Riley and Scott Mk XXVI - Chevrolet R10SC
Joao Barbosa (POR) / Christian Fittipaldi (BR) / Mauricio Gugelmin (BR) / Michael Ammermuller (GER)
#38 Riley and Scott Mk XXVI - Chevrolet R10SC
Colin Braun (USA) / Kurt Busch (USA) / Conor Daly (USA) / Jaime Alguersari (ESP)

TV Asahi Team Dragon
#39 Panoz LMP14/2
Hironobu Yasuda (JPN) / Shinji Nakano (JPN) / Keiko Ihara (JPN) / Takuma Sato (JPN)

Extreme Speed Motorsports
#40 Dome S107 - Honda RA814A
Anthony Lazzaro (USA) / Memo Gidley (USA) / Ryan Dalziel (UK) / Robert Doornbos (NED)
#41 Dome S107 - Honda RA814A
Tomas Schekter (RSA) / Robyn Kruger (RSA) / Richard Bradley (UK) / Ed Brown (USA)

Starworks Motorsports
#42 Riley and Scott Mk XXVI - Chevrolet R10SC
Marcos Ambrose (AUS) / Michael Valiante (CAN) / Dane Cameron (USA) / Raphael Matos (BR)

I like this, man. I gotta see if I can post some more of my own ideas soon.

 

[TheMann]

Timeline: Streets of Detroit / Transport America Redux / The Land of Milk and Honey
Model Name: DeLorean DMC-12
Manufacturer: DeLorean Motor Corporation
Model Type: Two-Seats Sports/GT car
Model Year: 1981-1989
Origin: Lordstown, Ohio, USA (1980-1988), Dunmurry, Northern Ireland, UK (1981-1989)
Production Run: September 1980 - August 1989
Engine:
- 2986cc GM L44 V6 (1980-1984)
- 4574cc Judd-DeLorean T2B V8 (1982-1989)
Power: 174 hp (V6), 264 hp (V8, 1982-1985), 289 hp (V8, 1986-1989)
Drivetrain: Rear-engined, rear-wheel-drive
Transmission: six-speed Hewland FG480 manual, four-speed General Motors 4T80 automatic
Weight: 2,690 lbs - 2,955 lbs
0-100 km/h: 9.4 sec (V6, auto, 1981), 5.6 sec (V8, manual, 1987)
Top Speed: 130 mph - 162 mph (depending on engine and transmission)
MSRP: $25,500 (1981 base), $31,250 (1986 base), $46,000 (1989 fully optioned car)
Number Produced: 102,077

Description: Most Middle-Aged Men having a mid-life crisis decide to buy themselves a sports car. John DeLorean decided, after a high-flying career at General Motors and with him being around lots of famous friends, he decided in 1975, after being pushed out of General Motors, to go into business for himself and chase a dream. That's where the madness started....

The DeLorean DMC-12, which arrived in 1981, was a sight to behold to say the least, a real sports car with stainless-steel bodywork and unique gullwing doors. Built originally in Northern Ireland (after the British Government offered DeLorean a massive sum to produce the car there in order to help deal with Northern Ireland's huge unemployment problem at the time), the car also began production at the infamous former GM plant in Lordstown, Ohio, after problems with initial quality. What changed was demand - the DMC-12 was a symbol of the decadence of the 1980s, and the Lordstown plant's problems with production saw the first production cars produced at Lordstown. The builders at Lordstown were the ones who bailed DMC out with its financial problems in the early 1980s, and 1983 both plants were humming along, with production split roughly 55/45 between Lordstown and Dunmurry. (In some cases, Lordstown employees took out bank loans to buy stock in the company, and this move turned out to be hugely beneficial to many of them, along with the fact that employees at both plants could buy a car at a discounted price if they wished, an opportunity a sizable number did.) Lordstown, having cursed itself with the incidents of the 1970s, wound up taking a chance and getting a great story, with Northeastern Ohio becoming a center for sports cars through the 1980s as a result of DeLorean's success.

The car was launched with General Motors V6 engines and automatic transmissions, but also using the excellent Hewland FG480 manual gearbox. The arrival of John Judd's awesome T2B engine in 1982, however, brought the DMC to another level, turning a good touring car into a very quick supercar. A Lotus-developed chassis made for excellent handling, and steady improvements to the car through the 1980s made sure that the last cars, particularly those equipped with the Hewland manual and the V8 engine, were very capable cars - indeed, in the last three years of its production, the DMC-12 was the fastest road car in America, capable of 0-60 runs in 5.6 seconds and a top speed of over 160 mph. Anti-lock braking and mechanical limited-slip differentials were standard on all cars, and later cars simply got better to drive, with the last of the line 1988 and 1989 cars also being among the first cars to feature satellite navigation systems and electronic traction control, as well as better interiors, sound systems and later cars getting fog lamps and other improvements.

By the time the last of over 102,000 DMC-12s rolled off the line at Dunmurry on August 5, 1989, DeLorean was established as a major sports car maker, and its successive DMC-15 and DMC-16 Infernus of the 1990s would only expand the company's reputation. Indeed, DeLorean would happily admit that his legions of workers at Dunmurry and Lordstown would be one of the key reasons his company succeeded, and today the DMC-12 is a collector item, particularly the last of the line cars, and the aluminum backbone chassis, fiberglass floorpan and stainless steel bodywork of the car means that an estimated 70,000 of the cars built still exist today.

A stock 1982 DMC-12

A 1988 V8-engined DMC-12

 

[CaliBoy1990]

Timeline: Streets of Detroit / Transport America Redux / The Land of Milk and Honey
Model Name: DeLorean DMC-12
Manufacturer: DeLorean Motor Corporation
Model Type: Two-Seats Sports/GT car
Model Year: 1981-1989
Origin: Lordstown, Ohio, USA (1980-1988), Dunmurry, Northern Ireland, UK (1981-1989)
Production Run: September 1980 - August 1989
Engine:
- 2986cc GM L44 V6 (1980-1984)
- 4574cc Judd-DeLorean T2B V8 (1982-1989)
Power: 174 hp (V6), 264 hp (V8, 1982-1985), 289 hp (V8, 1986-1989)
Drivetrain: Rear-engined, rear-wheel-drive
Transmission: six-speed Hewland FG480 manual, four-speed General Motors 4T80 automatic
Weight: 2,690 lbs - 2,955 lbs
0-100 km/h: 9.4 sec (V6, auto, 1981), 5.6 sec (V8, manual, 1987)
Top Speed: 130 mph - 162 mph (depending on engine and transmission)
MSRP: $25,500 (1981 base), $31,250 (1986 base), $46,000 (1989 fully optioned car)
Number Produced: 102,077

Description: Most Middle-Aged Men having a mid-life crisis decide to buy themselves a sports car. John DeLorean decided, after a high-flying career at General Motors and with him being around lots of famous friends, he decided in 1975, after being pushed out of General Motors, to go into business for himself and chase a dream. That's where the madness started....

The DeLorean DMC-12, which arrived in 1981, was a sight to behold to say the least, a real sports car with stainless-steel bodywork and unique gullwing doors. Built originally in Northern Ireland (after the British Government offered DeLorean a massive sum to produce the car there in order to help deal with Northern Ireland's huge unemployment problem at the time), the car also began production at the infamous former GM plant in Lordstown, Ohio, after problems with initial quality. What changed was demand - the DMC-12 was a symbol of the decadence of the 1980s, and the Lordstown plant's problems with production saw the first production cars produced at Lordstown. The builders at Lordstown were the ones who bailed DMC out with its financial problems in the early 1980s, and 1983 both plants were humming along, with production split roughly 55/45 between Lordstown and Dunmurry. (In some cases, Lordstown employees took out bank loans to buy stock in the company, and this move turned out to be hugely beneficial to many of them, along with the fact that employees at both plants could buy a car at a discounted price if they wished, an opportunity a sizable number did.) Lordstown, having cursed itself with the incidents of the 1970s, wound up taking a chance and getting a great story, with Northeastern Ohio becoming a center for sports cars through the 1980s as a result of DeLorean's success.

The car was launched with General Motors V6 engines and automatic transmissions, but also using the excellent Hewland FG480 manual gearbox. The arrival of John Judd's awesome T2B engine in 1982, however, brought the DMC to another level, turning a good touring car into a very quick supercar. A Lotus-developed chassis made for excellent handling, and steady improvements to the car through the 1980s made sure that the last cars, particularly those equipped with the Hewland manual and the V8 engine, were very capable cars - indeed, in the last three years of its production, the DMC-12 was the fastest road car in America, capable of 0-60 runs in 5.6 seconds and a top speed of over 160 mph. Anti-lock braking and mechanical limited-slip differentials were standard on all cars, and later cars simply got better to drive, with the last of the line 1988 and 1989 cars also being among the first cars to feature satellite navigation systems and electronic traction control, as well as better interiors, sound systems and later cars getting fog lamps and other improvements.

By the time the last of over 102,000 DMC-12s rolled off the line at Dunmurry on August 5, 1989, DeLorean was established as a major sports car maker, and its successive DMC-15 and DMC-16 Infernus of the 1990s would only expand the company's reputation. Indeed, DeLorean would happily admit that his legions of workers at Dunmurry and Lordstown would be one of the key reasons his company succeeded, and today the DMC-12 is a collector item, particularly the last of the line cars, and the aluminum backbone chassis, fiberglass floorpan and stainless steel bodywork of the car means that an estimated 70,000 of the cars built still exist today.

A stock 1982 DMC-12

A 1988 V8-engined DMC-12

Sweet idea, man! Lovin' the V8 Delorean.

 

[TheMann]

Sweet idea, man! Lovin' the V8 Delorean.

I did that for Streets of Detroit, and I even went to the DeLorean owner I know of here in Toronto and looked at his car to see if a V8 would fit. It only would if you were willing to sacrifice some luggage space. The Judd-DeLorean V8 I have in mind is made from two Chevrolet Vega 2300 engine blocks attached in a 90-degree V to a flat-plane crankshaft and with four-valve double-overhead-cam cylinder heads. The car in this world has the V6 mounted longitudinally (OTL were transversely mounted) with the transaxle in front of it, like the Porsche 911. The result is less luggage room but no different interior space because of the backbone chassis and the big central tunnel that resulted in. The V8 engine is a little less refined than the old V6, but it revs a LOT faster and makes far more power, and it makes a pretty wicked noise, too.

And my world from that TL has more than a few other truly sick ideas. More coming up soon.

 

[Petike]

I think I will soon be forced to cobble together at least the schematics for a Laurin & Klement Karpaťan, already once posted in this thread (though without a picture).

There are so many cars, trains, armoured vehicles, ships, aircraft and spacecraft from my Sparrow Avengers TL, that I don't even know where to begin. Shame I'm rather rubbish at drawing intricate details and such.

And my world from that TL has more than a few other truly sick ideas. More coming up soon.

I've always loved what you (and Wanderlust once, IIRC) were willing to do with the DMC range.

*claps, nods in admiration*

Keep it coming !

 

[TheMann]

I've always loved what you (and Wanderlust once, IIRC) were willing to do with the DMC range.

*claps, nods in admiration*

Keep it coming !

Alrighty then....

Timeline: Streets of Detroit / Transport America Redux / The Land of Milk and Honey
Model Name: DeLorean DMC-16
Manufacturer: DeLorean Motor Corporation
Model Type: Two-Seat Supercar
Model Year: 1992-2001
Origin:
- Lordstown, Ohio, USA
- Dunmurry, Northern Ireland, UK
Production Run: March 1991 - June 2001
Engine: 6429cc Judd-DeLorean T4A V12
Power: 592 hp @ 7600 RPM
Torque: 491 ft-lbs @ 5100 RPM
Drivetrain: Mid-engined, rear-wheel-drive
Transmission: six-speed Hewland FG540 manual, six-speed ZF Freidrichshafen 6HP26 automatic
Weight: 3,275 lbs - 3,420 lbs
0-100 km/h: 4.0 sec (manual), 4.2 sec (automatic)
Top Speed: 189 mph (manual), 186 mph (automatic)
MSRP: $165,000
Number Produced: 2,446

Description: It's not like DeLorean had ever exactly been all that shy about doing things very differently, but when it came to attention, even among the American supercars of the 1990s, the DMC-16 was a bit, well, nuts.

DeLorean's DMC-15 GT car was its bread and butter and indeed it was a fine automobile, but DeLorean's proud boast that he could make a true exotic had a lot of people asking if he had lost his mind. Not really, but the DMC-16 still got built, and as if its carbon-fiber chassis clothed in clear-coated stainless steel bodywork and mounting DeLorean's awesome trademark gullwing doors wasn't nutty enough, when it hit the road, it hit the road with the most insane of engines - John Judd's exercise in technical madness, the T4A V12. The T4A engine was a clean-sheet design and done in large part by Judd to show what his firm was capable of in a high-tech road car motor, and its design - a massively oversquare flat-plane crank V12 with a five-valve cylinder head with those valves operated by gear-driven helical camshafts, with gasoline direct injection, electronic ignition, cylinder deactivation, titanium connecting rods and short pistons, tuned intake and exhaust runners and dry-sump oiling - made it less of a road car motor and more of a race car motor made to run on the road. But the power output of 592 hp put it well ahead of the Vector W8 and M12 and anything made in Detroit, and it showed. In true DeLorean fashion, you had a stylish, anvil-tough interior, top-class handling, powerful anti-lock brakes, traction control and all kinds of interior amenities, including satellite navigation, nine-speaker Bang and Olufsen sound system with subwoofers, rear-vision camera (a first in a production car) and automatic climate control.

The DMC-16 was a machine for the ages, combined with the Vector M12 (which launched four months after the DeLorean) gave the American makers a pair of supercar rivals which could hold their own against any car on Earth, and despite a asking price of $165,000 in 1992, the DMC-16 soon stacked up a waiting list, and rather like the other DeLoreans, it was seen as a flamboyant, very fast machine for those who liked a certain style, and the DMC-16's speed proved its abilities on the race track, as both the M12 and DMC-16 proved worthy rivals, and the DMC-16's performance in the 1997 24 Hours of Le Mans - the two cars dominating the GT2 category and finishing sixth and seventh overall - sealed its reputation.

 

[TheMann]

Timeline: Streets of Detroit / Transport America Redux / The Land of Milk and Honey
Model Name: Vector W8
Manufacturer: Vector Aeromotive Corporation
Model Type: Two-Seat Supercar
Model Year: 1986-1993
Origin: Torrance, California, USA
Production Run: May 1985 - February 1993
Engine: 6271cc twin-turbocharged Chevrolet V8 (using a Rodeck engine block and Vector cylinder heads)
Power: 700 hp @ 5400 rpm
Torque: 745 ft-lbs @ 4000 RPM
Drivetrain: Mid-engined, rear-wheel-drive
Transmission: five-speed Allison SR22 automatic transmission
Weight: 3,410 lbs - 3,525 lbs
0-100 km/h: 3.9 sec
Top Speed: 205 mph
MSRP: $245,000 (1986), $410,000 (1993)
Number Produced: 385

Description: DeLorean got attention, but what he also did was inspire several imitators, people who had the dream of getting into the business of making automobiles on their own. Gerald Weigert, the immensely-talented industrial designer from Detroit who found himself chasing his dream in southern California, was one of these, and Weigert produced a car that both then and now will stop traffic wherever it goes, beginning his own fame and legacy with the awesome Vector W8.

As with the DeLorean, Vector did things rather different than others had. A monocoque chassis made entirely from either aircraft-grade aluminum mounted a composite honeycomb floorpan, with inboard suspension and adjustable shocks and anti-roll bars (later cars would include cockpit controls to do this on the move) for incredible handling was the base, which carried a radically-styled body made of carbon fiber and Kevlar composite, a high-tech interior (including the first use of a head-up display in an automobile) and a powerful twin-turbocharged V8, the engine based around a Chevrolet block design but using Vector-developed cylinder heads and a resleevable aluminum engine block, as well as twin BorgWarner turbochargers, water-to-air intercoolers and Eaton-sourced cylinder deactivation. The Vector, assembled using over 5,000 aircraft-grade rivets and made of materials meant to reduce corrosion, was meant to last the life of the owner, and was built to a standard that few automobiles anywhere could match.

Offered exclusively with Allison-designed automatic transmissions and with a distinctly low-revving engine, the Vector got its truly incredible turn of speed through incredible torque numbers fed through 14-inch-wide rear tires and a mechanical limited slip differential. The result was eye-popping - standing start to sixty took less than four seconds, with a top speed of 205 miles an hour, and the cylinder deactivation allowing the monster to get twenty miles to the gallon when cruising. The Vector's handling, helped by accurate rack and pinion steering and top-drawer suspension design as well as gumball-sticky Goodyear Eagle F1 tires, matched its immense power, and the turbos were unable to get rid of the big V8's loud roar when pushed.

Despite a stunning $245,000 price tag (at the time, the Ferrari Testarossa cost $133,500), the Vector caused a sensation, with even John DeLorean being notably impressed with the creation of Weigert and his small company. The car was soon in movies and TV shows galore (most famously, it was James Bond's chariot in 1989's License to Kill) and was a machine that a sizable number of America's most famous (Sylvester Stallone, Michael Jordan, Tom Cruise, Andre Agassi, Michelle Pfeiffer, Joe Montana, Johnny Carson and Michael Jackson were all known to have owned W8s) would take out for a drive. The image wasn't always approved of by Weigert, though he most certainly approved of the W8's use in IMSA GTO racing and its utter domination of the Bridgestone Supercar Series in 1990, 1991 and 1992 in the hands of Al Holbert, Parker Johnstone, Paul Gentilozzi, Cameron Williams and Eddie Lawson. The W8 established Vector image-wise but not financially....but the investment in the company by diehard racer and five-time IMSA champion Al Holbert and Apple founder Steve Wozniak in 1989 made sure Vector had all kinds of funds to pursue its dream, and the introduction of the spectacular M12, the successor to the W8, in July 1991 made sure that the W8 had a worthy successor. Holbert's involvement also resulted in the beginning of a history of racing that runs to this very day. (Wozniak's involvement also resulted in Vector's cars getting all kinds of new electronics as they came out, tech additions that Weigert often worked with Wozniak on.) The W8 in modern times is seen as a vehicle of its time, but its still very, very fast, turns every head that sees it, is beloved by its owners and, true to Weigert's intentions, is bulletproof reliable - some cars known to Vector have covered over 250,000 miles.

 

[TheMann]

Timeline: Streets of Detroit / Transport America Redux / The Land of Milk and Honey
Model Name: Vector M12
Manufacturer: Vector Aeromotive Corporation
Model Type: Two-Seat Supercar
Model Year: 1992-1999
Origin: Torrance, California, USA
Production Run: September 1991 - June 1999
Engine: 5954cc Vector-Lamborghini M2 V12
Power: 545 hp @ 7500 RPM
Torque: 457 ft-lbs @ 5600 RPM
Drivetrain: Mid-engined, four-wheel-drive
Transmission: six-speed XTrac AMT 1003 semi-automatic transmission, six-speed Allison SR25 automatic transmission
Weight: 3,340 lbs - 3,495 lbs
0-100 km/h: 3.8 sec
Top Speed: 197 mph
MSRP: $174,000 (1991)
Number Produced: 1,296

Description: How do you top a monster like the first Vector, the W8? By having a tech billionaire and a racing nut show buy in, and have the brilliant engineer, the tech genius and the racing diehard go out and build a rocketship. Thanks to support from them and from Chrysler, the guys at XTrac Technologies and Lamborghini's Mauro Forghieri, the M12 would just as wild as the W8 before it, with stealth bomber styling and a drivetrain that might actually be more advanced than the inspiration for the styling.

The W8's huge torque was perhaps its only real flaw, as the fat-tired beast could be tricky to drive hard, a fact known to investor Al Holbert early on from his racing W8s. To deal with this, the M12 used a carbon fiber chassis tub as its center with some the aluminum monocoque designs of the W8 as well, but the major difference was four-wheel-drive with torque-sensitive differentials. Chrysler's tech division worked with Steve Wozniak (the Apple genius now working at Vector as well as his own ventures) on the electronics of the car, many of which soon seeing use in Chrysler cars as well as Vectors. XTrac's revolutionary pneumatically-shifted AMT 1003 transmission also found its way into the new car. The M12's construction was just like its predecessor in many regards - carbon-fiber and Kevlar bodywork, inboard suspension with adjustability from the cockpit, aerospace-grade rivets and materials, gull-wing doors, high-end interior trimmings and bulletproof build quality - but it also came with a lot of new improvements. Special seats that could be adjusted in nine different ways made it nearly impossible to not get comfortable in the car, and the car was equipped with electronic traction control, GPS navigation, an in-car computer with telemetry functions, rear-view camera, high-tech digital dashboard and a spectacular "Dolby Immersive" sound system.

Powering it all was Mauro Forghieri's masterpiece motor, a scaled-up version of Lamborghini's 3512 V12 Formula One engine, built for Vector by Lamborghini. Displacing just under six liters, the new engine was very unlike the old W8's tuned-up Chevrolet V8 - but customers didn't care much, as the new motor revved like a sportbike, had torque to spare, was very reliable and had a howl that could stand up the hairs on anyone's neck. Running through the awesome XTrac gearbox and four-wheel-drive system, the Vector could launch to sixty in just 3.8 seconds, and the car's handling balance was impeccable, the sophisticated drive system and adjustable traction control allowing the driver to carve up a road with the M12 in a way possible with very few cars ever made at the time. (Lamborghini had been offered the use of this engine for the Diablo - original cars didn't use it, but the Diablo SE30, SV and 6.0 would use this engine.) The car could be driven hard on a racetrack without flinching, and it showed.

Debuting at the Detroit International Auto Show in 1991, the M12 shared the spotlight with the DeLorean DMC-16 - the two cars would be rivals throughout their lives - but it also got plenty of attention. As with its older brother, Hollywood and movie stars lapped it up, with two of the first cars delivered being sold to TV host Jay Leno and rock musician Lenny Kravitz and dozens of others being sold to celebrities. The W8 had established that Vector was going for the brass ring, but the M12 drove the point home that they were here, they were racing and selling cars and really were another example of an American car that was truly incredible to anyone's eyes.

The M12 had been built to race, and upon the changing of the rules for the 24 Hours of Le Mans in 1994 to allow GT cars to go for the overall win, the GT supercars showed up in force, with Vector pulling a shocker in finishing second and third overall in their first attempt. The cars would win their class at Le Mans and the BPR Global GT Championship in 1996 as well as their class in IMSA in 1997 and 1998. The M12 also saw competition in several other areas, with its last notable finish being third in the 2002 Bathurst 24 Hours endurance race in Australia.

 

[Petike]

1. Timeline: Better Weather, Less Revolutionary Bloodshed, More Indigestions - An Alternate History of the Kingdom of Hawaii
2. Model Name/Manufacturer: Johnson-Sperry Challenger (aka Challenger I or Classic Challenger, retroactively)
3. Model Types: 2-door 2-seater convertible roadster, 2-door 2-seater racing tourer
4. Model Year: 1938 (1st generation (1936-1940) tourer model)
5. Nation of Origin: The United States of America
6. Production run: 1936-1948 (3 generations for both tourer/roadster range; 1936-1940, 1940-1944, 1944-1948)
7. Number built: 101 236 (972 tourers, 100 264 roadsters)
8. Engine: SOHC, 2 valves per cylinder, 8 in total, 1.5 litre,1493 cc, L4 (tourer variant)
9. Horsepower: 84 bhp (63 kW), top speed ca 172 kph / 106.88 mph (tourer variant)
10. Drivetrain: 2wd, front-engine, rear-wheel-drive layout (FR)
11. Transmission: manual 4 speed
12. Weight: ca OTL 784 kg (roadster variant), ca OTL 795 kg (tourer variant)
13. Description: One of the great legends of 20th century North American sportscars and racing, the Johnson-Sperry Challenger was first introduced in 1936 and helped spread the brand's rising acclaim and popularity. Cunningly developed in both a roadster variant (for the general public) and a tourer variant (for the professional racing scene) range, the Challenger was destined to become one of the first truly accessible sportscars in North America. (Note: Unless noted otherwise, the specifications listed above are identical to both variants/ranges of the model.) While the tourer version understandably never reached even a 1000 produced units, the roadster's sales surprised the company when they narrowly sold more than 10x that number by the end of the original Challenger's run in 1948. Aside from stadium racetracks, the Challenger proved a hit in some early forms of on-road countryride racing as well. Johnson-Sperry succesfully revived the famous name some sixty years later, in the late 1990s, as part of the company's "New Millenium" production program. The Challenger II sold more than 2 million units by the end of its production run in 2008, surpassing the number of the original Challenger's sales at least 20x.
14. OTL equivalent: Aston Martin Ulster (specs)

1938 Johnson-Sperry Challenger racing tourer


Other Johnson-Sperry cars:
Pioneer II (New Pioneer)
Challenger II (New Challenger, Millennium Challenger)

 

[CaliBoy1990]

1. Timeline: Better Weather, Less Revolutionary Bloodshed, More Indigestions - An Alternate History of the Kingdom of Hawaii
2. Model Name/Manufacturer: Johnson-Sperry Challenger (aka Challenger I or Classic Challenger, retroactively)
3. Model Types: 2-door 2-seater convertible roadster, 2-door 2-seater racing tourer
4. Model Year: 1938 (1st generation (1936-1940) tourer model)
5. Nation of Origin: The United States of America
6. Production run: 1936-1948 (3 generations for both tourer/roadster range; 1936-1940, 1940-1944, 1944-1948)
7. Number built: 101 236 (972 tourers, 100 264 roadsters)
8. Engine: SOHC, 2 valves per cylinder, 8 in total, 1.5 litre,1493 cc, L4 (tourer variant)
9. Horsepower: 84 bhp (63 kW), top speed ca 172 kph / 106.88 mph (tourer variant)
10. Drivetrain: 2wd, front-engine, rear-wheel-drive layout (FR)
11. Transmission: manual 4 speed
12. Weight: ca OTL 784 kg (roadster variant), ca OTL 795 kg (tourer variant)
13. Description: One of the great legends of 20th century North American sportscars and racing, the Johnson-Sperry Challenger was first introduced in 1936 and helped spread the brand's rising acclaim and popularity. Cunningly developed in both a roadster variant (for the general public) and a tourer variant (for the professional racing scene) range, the Challenger was destined to become one of the first truly accessible sportscars in North America. (Note: Unless noted otherwise, the specifications listed above are identical to both variants/ranges of the model.) While the tourer version understandably never reached even a 1000 produced units, the roadster's sales surprised the company when they narrowly sold more than 10x that number by the end of the original Challenger's run in 1948. Aside from stadium racetracks, the Challenger proved a hit in some early forms of on-road countryride racing as well. Johnson-Sperry succesfully revived the famous name some sixty years later, in the late 1990s, as part of the company's "New Millenium" production program. The Challenger II sold more than 2 million units by the end of its production run in 2008, surpassing the number of the original Challenger's sales at least 20x.
14. OTL equivalent: Aston Martin Ulster (specs)

1938 Johnson-Sperry Challenger racing tourer


Other Johnson-Sperry cars:
Pioneer II (New Pioneer)
Challenger II (New Challenger, Millenium Challenger)

Lovin' this, Petike! I hope you'll be able to post more soon.

 

[Petike]

Lovin' this, Petike! I hope you'll be able to post more soon.

I generally try to pick photos of OTL cars that have a rather non-generic look to begin with, but are not exactly weird for weirdness' sake. "A touch of the alien" is something I prefer in a lot of visual AH material, but one has to strike the balance between something that looks a little less ordinary and something that is just needlessly outlandish.