Car8john's Vehicle Concepts Collection

Car8john · Dec 14, 2022

Welcome to my Personal Concepts Collection for BeamNG, here I will upload various vehicle designs and stories designed to fit into the BeamNG lore, as well as meshing with real-life stories of vehicle developments to create comprehensive and lore-friendly designs. All of the designs will be divided into overarching projects, as well as further subdivided into their own respective vehicles. Designs and projects are added in chronological order, starting from the top and descending into newer content in the bottom.

First time readers might want to begin with the Concept Stage vehicles, and then move further down as many designs reference previous designs, however it isn't fully necessary when comprehending most of the lore.

Feel free to comment with any suggestions you have for future project ideas, as I love to hear what some of you guys are capable of thinking up!

Concept Stage Vehicles (17/17)

For those unaware of what the Concept Stage is, it refers to a large list of concepted vehicles posted nearly a decade ago on the BeamNG forums describing what vehicles could be seen upcoming in the next several updates. This list was axed and all content on it is confirmed multiple times over to not be coming to BeamNG.

The list consisted of the following 17 vehicles and concept descriptions:

It can be found on the old BeamNG wiki, and as a result many of the other pages it links to are nearly devoid of useful and relevant information, meaning that the majority of design interpretations and choices will be influenced by what I know was some of the early BeamNG brand lore as well as going off other vehicles produced by the manufacturer.

Since these can feature cumbersome explanations on lore, design choice, and history, each is hidden in their own respective tab.

Enjoy!

1. 1968 Bruckell Albatross

Produced from 1967-1971, the Bruckell Albatross was the bigger, more sea-worthy Moonhawk that every midwest oil baron dreamed of wrapping in gold leaf and strapping oxhorn to. Its mantra of 'Bigger is Better' applied to nearly every faucet of the car. With the V8 Special boasting a fierce 10mpg, a whopping 250 horsepower, and a 0-60 time of next week, this barrel-rolling track star found its home on tracks mostly comprised of dirt, mud, and full contact. Nowadays, the Albatross lives up to its name, by being the burden around the neck of any soul tasteless and unfortunate enough to be the party responsible for refilling its gargantuan gas tank.

This vehicle (thankfully) came with a quick drawing done by Gabester on its looks, and came with references to what it would be like. This was posted in a vehicle suggestion thread that also came with a full sketch of another, very similar car. Combined, I used this to influence the overall design.

Those that are observant to the source materials will notice I gratuitously added the pointed front to the Albatross, as it was not in Gabester's sketch. This was done mostly out of my own desire for continuity along the Bruckell models, which as many in the forums (and me) feel just continually have a pointed nose, featuring 3 rectangular grilles with a Bruckell logo in the middle. In this case, to further differentiate it from the Moonhawk, I have opted to block out the centre grille and instead make that part straight chrome, with the two remaining adjacent grilles done as usual. This simply was to add more chrome, plus, as this isn't anything near as sporty or demanding as the Moonhawk, it can get away with less cooling (it'll break down anyways who cares).

As far as continuity lore is concerned, it would refreshed for the 72-76 model, where it would be replaced by the third gen model from 77-80, with a facelift from 81-84. The final 'true' generation of the Albatross would be produced from 85-89, after which, it would adopt 2 more doors and be the flagship luxury sedan sold by Bruckell from 90-03, featuring facelifts and engine upgrades throughout. Sales eventually dropped off (as everyone slowly realized it was just a mediocre sedan riding on the tailcoats of a prestigious past) so the model was discontinued before 2004.

2. 2007 Bruckell Chivala

The fourth generation Chivala, produced by Bruckell from 2002-2008, is more or less undeserving of any sort of driving characteristic description. With engine displacements ranging from 2.4-3.6 litres and driver dissatisfaction ranging from mildly unpleasant to insanity inducing, the Chivala serves only one soul purpose, to haul Karen's kids to soccer practice doing 45 in the left lane. The Chivala has only two redeeming qualities saving it from the realm of 'unforgivably shitty': It's continued reliability and the derpy little smile it seems to carry no matter how bad it is. It's as if the Chivala is on a dose of ecstasy during every drive, rendering it oblivious to its unending fate of prowling Wal-Mart parking lots in the same manner Sisyphus pushes his boulder up the mountain.

While it came with no vehicle description nor any set era, the Chivala did come with a name, a name that tells you a lot about what the devs had in mind for this poor thing back in the early stages of BeamNG development. Chivala translated to english from Spanish can mean: to bother and annoy, while over at Urban Dictionary, it is a slang term to insult a man's masculinity used by South Siders by implying they are a coward or a punk. With this very important information, I immediately deducted that the Chivala would be the most depressing of minivans, which immediately brought me to the pre-housing crisis era.

My inspirations for the Chivala lied within three minivans: the 2006 Dodge Grand Caravan (evidenced more or less by the sloping rear and taillight wrap-around), the 2007 Kia Sedona (hinted at with some of the light design on the front fascia and some of the trim pieces), and the Blista from GTA III (from which the absolute spirit of boredom and soullessness was derived).

Somewhere along the way, I unintentionally gave it a derpy sort of smile with the grille. The original plan was to make the lights and grille seem almost aggressive, but in a crappy malaise early-aughts sort of way where it looked more stupid than threatening. To do this, I had taken the well established idea of a tri-grille for Bruckell products, then decided to simply cut the middle one in half in order to put the emblem on the bodywork instead. This has the unexpected result of giving the Chivala a sort of dumb smile, the kind that a big stupid dog would give you if it could. I personally thought it was funnier that way, as Bruckell engineers could simply dismiss all of its other crappy characteristics by hiding the car behind the most vacant and unthreatening face they could slap onto it. And behold, the Chivala smile was born!

While I still may not be exact on the year, as there is equal chance the Chivala could've been destined to be a late 80s early 90s brick style minivan, I am 99% confident it was destined to be a bland boring minivan named intentionally with Gabester's signature sense of humor. Either way, the Chivala lives on paper as a car so euphorically in space, that if you where to smash it into a wall going 90 it would still crack a smile simply for being included. Truly, a car undeserving of such poor performance.

As for continuity, the Chivala continues to be produced today, being in its 6th generation in the year 2022 as of writing this, although its signature smile may have slowly been forced into a more aggressive slant by modern engineers foolish enough to remove its most redeeming feature.

3. 1969 Bruckell Moonhawk

The 1969 Bruckell Moonhawk, produced from 1969-1972, would be the precursor to the 1973-1978 Moonhawk already found in game. It carries virtually identical engines as found in the later gen Moonhawk, while also having more weight and a body capable of surviving the hardest seas of interstate traffic. Penned up as a response to new developments with Gavril muscle cars (some of which are even features in this concept list and will be explored later down the line), this first generation Moonhawk came with new roaring engines, big dimensions, unruly horsepower and torque figures, and suspension consisting of wet pasta and sponges. It would soon be placed on a slightly shorter chassis for the second gen Moonhawk, which would come just 3 years into the lifetime of the first gen, as developments in handling and power meant a more advanced chassis would be sought after. It would not be the end for the first gen Moonhawk chassis, however, as it would find its way into the 1970 Bruckell Bastion, where it would stay till 1975.

Legacy-wise, the first gen Bruckell Moonhawk remains as one of the most illustrious muscle cars money can buy. Produced in small numbers over a tiny 3 year window, first gen Bruckell Moonhawks tend to steal the show of any car exhibition with an average age of 75, where most attendees make the remark 'yeah I coulda bought one back in highschool but instead I bought me a Barstow' before lecturing broke milennials on how increased rent breeds responsibility. The V8 sport models became the most sought after, being introduced only in the final year of production for the first gen, with the number of produced models believed to be around 8000-11000.

Inspiration for the first gen Moonhawk shown here stem from a lot of vehicles, most namely, the second gen Moonhawk as found ingame. This is seen in many of the bodylines found on the hood and side profile, as well as the front grille pattern, and the concept of rounded taillights (of which I chose to add 3 instead of 2, with the reverse light being moved to the centre of the second taillight on the second generation, as well as the idea of the two taillights both being red instead of one being amber, as a good chunk of muscle cars from this era featured red indicators). Thanks to @YellowRusty for finding a thread where Gabester describes the front end of the first gen Moonhawk as having GTO inspirations with double stacked headlights on the front, similar to the facelift on the second gen. In trying to make this as accurate as possible, I also threw the '67 GTO in for inspiration, as well as a '67 Chevelle (as in the thread mentioned earlier, Gabester mentions inspirations from the Chevelle for the second gen Moonhawk), a '69 Skyhawk (as evidenced by the pointed nose and 'gills' found behind the front wheel, as well as the rounding at the bottom corner of the rear window), and a '73 Monte Carlo (which I also used as inspiration for the stacked headlight design, as it is a car I am familiar with). One thing I decided to take the liberty of doing is making the Bruckell logo on the rear into a rear gas cap, simply because I think they are cool despite this never appearing on the second gen Moonhawk.

As a simple disclaimer, I cannot say for 100% certainty that 1969 would mark the beginning of the Moonhawk saga, as it could have its roots as early as 1940 in other vehicles before upgrading to the Moonhawk I posted here today, there simply isn't any lore surrounding when the first Moonhawk model would have been created nor what generation the Moonhawk in game is right now. If anyone knows some more definitive information regarding this, please feel free to respond and I will happily include it here as well as lore updates on the vehicle. Until then, I can use its short-lived production run and era of birth to most likely derive it as either being the first Moonhawk generation, or a facelift of the first Moonhawk generation still riding on the same chassis.

Continuity for the Moonhawk follows roughly the same path, I can interpret myself that judging from some of the other models the Moonhawk in game is based off of, it likely continued for another generation after the '78 model before being axed sometime in the 80s, and maybe even made a reboot as a half-assed sedan or muscle car in the early 2010s, there just isn't any info available on it and the only thing we have to go off is the Bastion, which may or may not have been produced around the same time as the Moonhawk (once again that part I threw in for simple lore, assuming the Bastion always remained with larger dimensions than the Moonhawk, with sort of a Charger/Challenger relationship).

4. 1991 Bruckell Scarborough

Produced from 1986-1993, the Bruckell Scarborough was the Americanized answer to the Pessima, boasting moderately impressive fuel economy, a 3 year warranty and the option of a 4 door or wagon, the Scarborough became a staple in American neighborhoods as the car that anyone in a management position drove to work. Some of its options included the Bruckell Aero-Grille (available only on any E- model type), 5-CD changer, power windows, and remote locks.

The Scarborough saw moderate sales, and with a blob-esque redesign in '94 it continued to sell decently, up until mid 2008 when the Scarborough product line was axed altogether. Nowadays, the Scarborough is a rare sight. Its engines, tuned to produce more mpg than horsepower, where under incredible strain due to fuel starvation and suffered horrid reliability. Starting a Scarborough in the winter was a near impossible task and even when it would start, the vehicle was plagued by poor handling and screeching wind noise throughout.

The Bruckell Scarborough is another one of those vehicles that came with net-zero information and required immense reading between the lines and inferencing. The only useful information I could use was its name, which is just a suburb near Toronto. Luckily, my neighbor is from Toronto, and asking about Scarborough was easy, the response of 'meh, spread out but nothing special' sold me on the idea of just a bland commuterbox designed to blend into urban scenery. Choosing an era was also a little challenge, but a strategy I have picked up for dealing with this is figuring out what it isn't: Throughout the development of BeamNG, the developers have avoided making two vehicles with similar ideas, this being the reason why the Wendover in game was converted from the 4 door sedan concept into the 2 door coupe we see in game, as to avoid being too similar to the LeGran. As many vehicles in the Concept stage are confirmed to overlap with existing cars put in game, we can assume the concept stage would be allowed to overlap with vehicles currently in game, as a means of compare and contrast, while also not overlapping with any other vehicles in the concept stage, to avoid stacking a vehicle architype. Using this, I deduced what kind of vehicles would not be in the concept stage, and the one that stood out the most with the phrase 'nothing special' was a 90s econobox. Timeline-wise, it works perfectly, as it would replace the LeGran with a new, fresh model.

This method of 'can mimic in game vehicles, while being different from concept stage vehicles' will continue to pop up throughout this, I figured I would explain it now as to avoid any confusion down the line when I mention this process again. I also will use the old version of the game wiki instead of the newer version for referencing vehicle lore. This is for two reasons; first, it features a lot more information and details on the lore and development of vehicles in game, and features information related to brand lore, brand inspiration, etc. For some reason, the new version of the game wiki only features a picture of each car, the year of production, and whether it uses a Fuel or Electric motor. To use the old wiki to find anything out about a car in game is essentially like reading a book with your eyes closed, it is utterly useless. The second reason is somewhat bizarre, the old wiki has ceased any updates, and as a result all of the information on it is dated to around 2018 or even earlier. Much of this information has changed in the past few years so finding data that would've been true closer to the era of the Concept Stage is much easier in the old wiki, since many of the articles there where written and have not been updated since the Concept Stage was relevant.

For inspiration of design, I mostly used the 90s era Ford Taurus and its wagon counterpart, with its plastic looking styling and complete lack of any character whatsoever, it struck me as the perfect base for this, other design aspects where inspired from the 90s Chevy Lumina and a few features from the 2000s era Malibu as well. Although one key inspiration for the wagon part of this design was the Grand Marshall wagon mod from ages ago, which I always found fun.

5. 2009 Bruckell Tiare

The Bruckell Tiare is a 5 door crossover produced from 2006-2010 as part of the 'Bruckell Revival' program from 2005-2009, in which Bruckell began development of 'sportier' vehicles in order to gain the favour of younger buyers with sharper, sportier cars while trying to shake the image it developed over the past 2 decades of making malaise vehicles oriented at older buyers and families. The Bruckell Tiare would join the 2007 Bruckell Bastion and the 2008 Bruckell Moonhawk Special as the first 3 vehicles built by Bruckell dedicated entirely to the program, which also featured sportier models of the Bruckell Scarborough. The Tiare itself featuring a collection of RWD and AWD models with 2.6-3.6L engines tuned to produce up to 250hp. A dedicated model known as the Tiare X6RW, which featured a V6 Turbocharged engine out of the Bastion, shoving close to 320hp through a 6 speed manual and an AWD drivetrain with a dedicated Widebody kit, was designed and produced as a homologation special for a future Rallycross competitor which was planned, but never reached fruition, nontheless, the 506 Tiare X6RW models which did make it out of the factory before the program was cancelled remain as some of the most alluring and bizarre Bruckell models produced in the early 2000s.

As for the legacy of the Tiare beyond its special breed of crossover racers, its marred mostly with mediocre to mild reviews. The rush of production for it led to numerous development shortcuts leading to an overall poor vehicle quality. Transmissions harassed constantly with failures due to high output from the motor led the Tiare to be known as a car good for as much fun as could be had under 3k RPM, lest you risk becoming the owner of a car with 7 neutrals. Panel gaps, cracking plastic trim and an interior as crude and rudimentary as they get meant that as the 2010s approached the Tiare, which had aspirations of being known as a fierce racecar capable of daily use, became nothing more than a pitiful plastic wrapped toaster used to highlight how pathetically out of touch Bruckell had become by the 21st century.

The Tiare would not go on to get a refresh, as it was cancelled completely in 2010. It would be replaced by the now sedan-exclusive Bastion and a new lineup of dedicated SUV's produced by Bruckell. Most Tiares, once touted as revolutionary cars of immense power, now mostly become hatchbacks destined for the monotony of daily driver use, with virtually none ever getting to live up to their true potential of being track tearing monsters. It would go down in history as possibly one of the biggest missed opportunities of Bruckell to produce a fierce showstopper of a car, the ghosts of this mistake still plastered around in dollar store parking lots and unkept lawns. Some can still be seen in traffic to this day, looking as miserable as possible, but when you missed the mark by this much, can you blame them?

This is one of those vehicles of which no further information was provided. Once again, the method of 'what isn't this' was employed. The name Tiare translated to Tiara and this immediately cancelled the notion of this being any form of serious muscle car in my eyes, as I could never see any American manufacturer building a muscle car without giving it some sort of ridiculously overaggressive nameplate. Going through the list, I could not find any planned crossover styled vehicles, mostly due to their virtual non-existence up until the late 2000s. But as it appeared that many more modern (for the time, given the list was written up in 2013) vehicles where planned, such as the 2014 Roamer and Covet, it seemed more likely that modern vehicle architypes would be considered as well. As for the inspiration of the Dodge Caliber, it lies entirely within the name Tiara and the crappy little plastic hat the Caliber wears, which if you where to give it any sort of sadistic name, you could call it a plastic tiara. As we know with name analysis such as the Chivara and the fact that Gabesters original name for YouTube was (and this is not even a joke) Penis Colada, we can expect that there is a good deal of deliberate humor going into these vehicles.

In addition to the Dodge Caliber, I also drew some slight inspiration from the 2007 Chevy Malibu MAXX, another 5 door of the same era, but which was not a crossover but instead a buildup of the Malibu sedan, I chose this as I didn't want the Tiare to be this big bulging brick that the Caliber resembles, with the horribly done bodylines desperate to show it off as aggressive. Instead, I took a more streamlined approach to the car, lowering the hoodline, removing some of the bulging bodylines which to me just make it look like you gave the designer Adderall and told them to fill it with as many lines as possible. As for the X6RW, it draws from the SRT4 variant of the Caliber (if that wasnt obvious), with the name being simplified as X(AWD)6(Cylinder)R(Race-Orientated, basically has stiffer suspension than a regular model)W(Widebody, as opposed to the normal S for Skinnybody, or just the normal vehicle). I will probably considering revisting this with a widebody version drawing at the conclusion of the Concept Stage series so stay tuned!

6. 1983 Bruckell Confiada

The Bruckell Confiada was a mid-size economy oriented car produced by Bruckell from 1981-1987. Using the same motors as found in the LeGran and other Bruckell vehicles of the era, except notably tuned to achieve more favourable MPG ratings at the cost of horsepower and performance. The Confiada was sold in both 4 door sedan and 4 door wagon variants, with a planned 5 door hatchback planned in the early stages yet scrapped due to development costs and the looming development crisis in Bruckell as years of poor business tactics had begun to lead the company into financial trouble in the beginning of the 1980s. The Confiada would be contrasted by the LeGran, which was targeted to those looking for a more luxurious version of the Confiada. Its chassis would serve as the architype for all Bruckell small to medium sized vehicles throughout the 80s, being adapted to vehicles such as the 1984 LeGran, 1983 Chivala, and even the 1983-85 Moonhawk before the Moonhawk nameplate would be retired for the next 20 years. This chassis would remain in use until the reveal of the Bruckell Scarborough in 1986. Despite being the first vehicle to use the new chassis by Bruckell, it would receive the least attention in terms of legacy and remembrance, often being swept behind due to its mundane appearance and similarity to the LeGran in appearance.

By the time of the release of the Scarborough in 1986, sales of the Confiada began to slump, with the model being discontinued in 1987 to the public, while limited production continued through till 1989 dedicated entirely to sales to rental companies and other large fleet orders. However, the rights to production of the Confiada where leased to a middle eastern vehicle firm, and the Confiada would be produced in Iraq under a different nameplate from 1990 until 2003 when the Iraq war broke out and the factory was destroyed. Domestically, the Confiada would have a much less interesting progression. Its nameplate would never go on to be revived like many of the other vehicles it shared a platform with, being entirely eclipsed by the Scarborough which would go on to take over from the outdated Confiada.

Inspiration for the Confiada is namely the Plymouth Reliant and the K platform in general, which is where a good amount of the lore for this vehicle is also ripped from. As I had promised I would deliver an 80s wagon that was not, in fact, the LeGran, I had to get creative. By treating the LeGran as sort of a Chrysler E Class vehicle (which actually became very fitting for it giving its luxurious pretentions), the gap arises for a cheaper alternative in the Bruckell lineup in this era, which could of course also feature a wagon. Enter the Confiada, which is the fictional Aries K for the LeGrans real life Chrysler E Class. Given the plushy interior of the LeGran and all of the interior features, imaging that Bruckell might produce a cheaper vehicle alongside it isn't actually too hard to believe.

Now of course, was this likely what was planned? No, in fact, it was likely planned to be based off of the LeGran to begin with, and it ended up in game too! So why did I include it in the list? Well, mostly because I can, who's going to stop me? Despite this, it still took a lot of research of figuring out how to shove it into the lore without Bruckell having two models directly compete against one another (which no sensible brand would ever do, unless it is 2020 and having 5 identical crossovers in your lineup is your strategy).

In all, the Confiada serves as a reminder to anyone who thinks that cars where better in the 80s that, in fact, they sucked in ways unfathomable by todays standards. From mediocre build quality to the poor power outputs, poor fuel economy to the rust-magnet chassis, every single aspect about this car made it and its drivers loathe the driving experience. In the end, it is no surprise that Bruckell chose to, or was more or less forced to, completely drop the Confiada nameplate, as the reputation it had garnered was so sour not even a revolutionary new look could change buyer perception.

And for those wondering about the name, it translates to 'Confidence', the one feature this car would be least deserving of.

7. 1989 Charmand 1304B

The 1304B is a subcompact hatchback produced by Charmand from 1988-1993, coming in both 3 and 5 door variants. It is most notable for its proud rally heritage, which has many enthusiasts lusting over the fabled widebody variants produced as homologation specials. However, the majority of remaining 1304Bs from this era are nowhere near as sporty, prestigious, or valuable as these widebody variants, and instead live out mediocre existences in the inner cities of eastern Europe.

I'd go on to give more lore, such as the development of the widebody variant, its warm reception, or its quick rise to fame and slow descent into obscurity as rally racing slowly fell out around the turn of the millennia, causing the 1304B's successors to share virtually nothing in common with rally racing aside from pretty names and tacky plastic trim. Or I could even discuss its prominence in the US as the final Charmand export car to North America, being sold for merely 6 months before Charmand America gave up on trying to woo American buyers on European transportation, making the US-Spec models among some of the rarest around. I could even discuss the history of Charmand itself, beginning as a post-WWII civilian vehicle producer subsidized by the French Government with money from foreign aid as a program designed to lower national unemployment. However, instead, I will simply describe the design process of the vehicle and company logo, allowing the reader and observer to draw their own conclusions. This may seem bizarre, as this is a whole thread dedicated to me designing and creating lore to fit into the brand narratives going on within the game, but because Charmand is a brand that was never put into the game, and likely will never be seen in game outside of mods, I have chosen to do this method instead, allowing the reader to use environmental storytelling to build their own lore surrounding the 1304B and its development, production, and history.

And now, it is time for you, the reader, to take my position, and draw your own lore from the environment.

Let us start with the emblem for Charmand (which in English would translate to Charming). Charmand Nationale Atelier De Vehicles (Charmand National Vehicle Workshop) being the full name (that I made up and put into google translate). It's logo featuring a eagle clutching a large bundle of sticks. This is inspired by the National Emblem of France and the Imperial Coat of Arms of France, in which the national emblem features a prominent bundle of sticks, often used as a symbol for Socialism (or Italian Facism) known as the Fasces, an ancient roman symbol for justice but slowly evolving into the meaning that many sticks together are stronger than many sticks apart. This fitting in with the idea of this being, or at least beginning, as a government subsidized and operated company. The eagle clutching the sticks to symbolize strength, power, and freedom (ironic for a 1.4L hatchback) but nonetheless prominent in the idea of the power of collective labour in post-war France to rebuild the nation.

The conquest of America for European brands is a bizarre chapter of automotive history in the real world. Brands like Peugeot began selling cars in America as early as the late 50s, while others migrated over a little later. The constant demand in America for cars being bigger and bigger throughout much of the 1900s meant that the Europeans never owned too much of a market share, targeting mostly just commuters looking for small fuel efficient transportation. Their saving grace would have come in the form of the fuel crisis, had the Japanese not beaten then to the punch with compact reliable fuel efficient transport for cheap. European vehicles in the US have always had a aura of unreliability associated with them, unaided by the difficulty of constantly importing parts for repairs and the costs of such repairs. As a result, they had immense difficulty in the American market, and the majority of economy-oriented European brands left before the 1990s. The only ones remaining mostly dealing in luxury vehicles with owners capable of affording hefty repairs. The differentiation of US and Euro crash specifications also hampered the brands, with US regulations often requiring vehicles to be retrofitted with USDM parts in order to be sold in the country. As you can imagine, this became a hassle for many European brands. Finally, sanctions on importing vehicles from other countries convinced many of these European brands to take a hike.

Overshadowing the brands issues within the American market would be the rally prestige the 1304B would bring in, While funding for the Charmand rally program dried up more and more every year, it should be noted that the program still continues, although with somewhat less fabulous results.

For design inspiration, I took what struck me as the most Economy-Oriented design traits of the Renault 5, Peugeot 205, and Citroen AX GT, making the existance of a rally variant of the vehicle seem more like an afterthought than a design goal. Cheap lights, mirrors, and the only sort of personality this vehicle possessing being the immense body modifications the Widebody variants possess for the soul purpose of use in rallycross. This being a friendly reminder to those who idolize these widebody variants that they are the vehicle equivalent of plastic surgery to look more attractive, and that past the exterior fiberglass and turbocharged motors these really are just the European version of a Geo Metro.

8. 1963 Civetta Fulmine

The Civetta Fulmine was a 2+2 Sports Coupe produced by Civetta in a limited quanitity from 1953-1965. It came equipped with a Civetta 3.0L V12 sending between 170-260HP to the rear wheels exclusively through a manual 5 speed transmission. The Civetta Fulmine is more known for its various offspring models, the most common of which produced where the 3000 series Fulmine models, several 3500 Fulmines where also produced with improved engines and handling performance, and a few where even 3500 GT models featuring a road legal layout of the touring car version of the Fulmine seen in various road races across Europe. Topless models, dubbed 'Fulminatore' models, where also delivered from the factory with custom roll-bars and more rigid chassis. American-exported 3500 'Fulminatore' GT models where renamed to the now iconic 'Florida GT' model name, sold completely separately from any other Fulmine model sold in the US, as well, the Florida GT would be the only topless Fulmine model sold in the US. The final model year would see the Fulmine 4000, featuring further engine and handling improvements, and also would bring the 4000 GT Tramonto model, which had only 40 models produced to honour the 40 years of Civetta's racing history.

The Fulmine would go on to continue as a media icon for decades to come, however, with the car being seen in countless films, TV shows, advertisements, and much more. The Fulmine, and in America moreso the Florida GT, would go on to become a symbol synonymous with success, wealth, and personal enjoyment.

In drawing this vehicle, I personally didn't need to make any design decisions since a modelled shell had been made for this vehicle by Gabester, and was found by @bussin.buses which they kindly sent in. To me, the Fulmine drawing, and also the modelled shell, have a sort of 'Uncanny Valley' sort of design. I'm honestly not sure how to describe it but it just does not look, well, right in some way. It's not just my drawing skills that make it look like this, the image itself can be found on Page 2 near the bottom. Maybe it is the angles the A B and C pillars make with respect to the base of the window-line, and how they are all parallel. Maybe it is the little droop the window behind the door makes into the frame, as if it was heated a little too much and began to melt. Maybe it is the grille that reminds me of a catfish mouth, and by extension the (infamously) iconic Camaro design that mimics it. Maybe it's the fact that it resembles an Aston Martin as much as it does a Ferrari. It could even be the rear end looking nearly identical to the remastered rear end of the pre-facelift Moonhawk in game, but there is something in it's design that just strikes me as, for lack of a better word, confusing.

Now before I continue, I am no master of vehicle design (see: Tiare front-end droop, 69 Moonhawk in its entirety, Charmand 1304B weird curves, Confiada looking like it could give you a papercut, Chivala perspective angles, and literally every Front/Rear perspective shot I have ever submitted here for examples) but those are all easily-identifiable errors hat you can see and say 'yeah that's why this car looks a little wonky'. However, there is not easily identifiable fault in the modelled shell of the Fulmine that makes me sit there and say 'yeah just fix that and the car should look completely normal'. It itself is a sort of design enigma that offers no explanation to this. I'm not sure if it is simply just me after seeing reference pics for similar vehicles when designing this or if this is a genuine reaction for others also seeing the Fulmine, but it strikes me as a very unfamiliar car as if it came from a parallel universe where Ferrari wasn't quite Ferrari (and for those of you saying 'It is a Civetta your literally describing Civetta' you are slightly missing the point, all vehicles in game are clearly unique in their own ways, but all of them still cross over the uncanny valley and look like vehicles that, if you where to see in real life, would seem like perfectly normal vehicles to exist, whereas the Fulmine somehow doesn't fully manage to make it across in my eyes). It's this sort of logic that can be applied to other situations too, some people do not like the Tograc version of the FCV simply due to the design, which also fails to cross the uncanny valley of vehicle design, although much more noticeably. The same can be said for some of the Bastion design choices, such as the lights, which while perfectly fine in their own right, also fall into the 'vehicle uncanny valley'. It is for this reason I suspect the Fulmine could never escape the Concept Stage, as it could never fully escape the uncanny valley it fell into and any cause as to its slightly off appearance could never be fixed, but what do I know? I'm not Italian nor a professional vehicle designer, so I guess let me know what you think about the design.

ADDITIONAL NOTE:
As of 14/01/23, I have been informed that the modelled shell was in fact produced by @The Shotty and was supposed to be a recreation of what the Fulmine would have looked like. There is no confirmed rendering or drawing of the actual Fulmine concept from Gabester. Thanks to The Shotty for bringing this note to my attention in what is one of the funnier chapters of this endeavour.

9. 1977 Gavril Beaufort

The Beaufort was a Full Size platform produced by Gavril Motors. The Beaufort platform featured the Beaufort Sedan/Wagon, the Beaufort Birmingham 2 Door Sedan/Coupe, the Berkley Muscle SportCoupe, and the Granger Ute (Which was sold in the US for only 2 years before being sold exclsively in the Australian market). Seen above is the standard Beaufort Sedan, known to commonly feature large, unenthusiastic iron duke engines pushing poor power figures and worse reliability. The majority of Americans will likely know the Beaufort as the signature police car of 80's Urban America with the Beaufort Grand Marshall model, an estimated 1/6 produced units being used for either Law Enforcement or other fleet oriented tasks. The primary Beaufort would have the longest production rates, going from 1974-1982 with minor facelifts.

The Birmingham would take a slightly different path, with a much lower production rate, it was targeted as a 2 Door 'luxury' version of the Beaufort Sedan. Generally featuring much more chrome trim, fatter engines and plush interiors looking more like a hooker's nightmare moreso than the interior of a car. The Birmingham version of the Beaufort would receive a mediocre reception, being eclipsed by more competent vehicles such as competing Bruckell, Soliad, and even internal rival models of Burnside. It would be produced from 1976 until 1979, when it was retired for upcoming Burnside models in order to end in-company competition between similar models.

The Berkley would wear the muscle car title originating in 1969. Named after the borough in Detroit where the lead designer resided, the Berkley featured higher end Gavril V8 motors, with respectable power figures that slightly trended to the lower end of the competition. The Berkley would be introduced in 1973 and produced until 1979 when the Berkley was axed due to the slimming muscle car market as well as its clashing sales with the Barstow and Birmingham. Berkey models would become rare compared to other Gavril muscle cars produced for the era, with the Berkley having some of the lowest production figures of all of the Beaufort-based Gavrils, aside from the Granger.

The Beaufort Granger was proposed as a smaller, urban oriented alternative to the D Series. Featuring a sedan-esque design with pickup truck features, the Granger sold relatively well in comparison to some other models, such as the Berkley, but was cancelled due to low profits per sale when compared to the Gavril D Series. The Granger model would be removed from the American market due to fears of stealing additional sales from the D Series pickup. It would, however, live on in the Australian market, where Ute-type vehicles where much more popular than larger pickup trucks. The Granger would be sold in the US from 1975-1977 and in Australia from 1976-1984, when it was refreshed with a D Series chassis and unique styling which would become a signature vehicle in Australian Ute Culture.

Domestically, the Beaufort would be known for its poor competition against incoming Japanese vehicles, especially into the mid 80s, where the Beaufort sales took a major hit. When the new Beaufort was released in 1983 in the US, it sold so poorly that by 1986 the model was cancelled entirely, with it being renamed to the sedan-exclusive Grand Marshal model designed exclusively for fleet-use.

Abroad, the Beaufort Granger (named simply 'Granger' in the Australian market) would see continued success, with the second gen Granger being produced from 1985-1990 before being combined with Gavril sedans sold in Australia, with Granger being the labelling for Ute trims produced in Australia by Gavril from 1990-2016, when Gavril ended the production of light vehicles to focus more on heavy duty vehicles and fleet use vehicles. This would be reflected in the American market, where the announcement would be reverberated in 2017, where they would also spare their sports-oriented vehicles.

The Gavril Beaufort is, obviously, inspired primarily by the Ford LTD, and by extension, its chassis-based relatives the Ford Ranchero, Torino, and Ford LTD II. It also had some design cues from the Chevrolet Impala. This is mostly due to Gabester saying outright the Beaufort would be based on the Ford LTD. To imagine Gavril using the same chassis for a wide variety of vehicles would make sense, given that the LTD chassis lent itself to a large amount of separate vehicle types without a large amount of modification. Such a multi-tool of a vehicle chassis would naturally lend itself to many vehicle types in BeamNG, either from official content or modder additions. The Beaufort itself being the primary vehicle, with other sub-models, such as the Beaufort Birmingham, Beaufort Berkley, and Beaufort Granger being 'separate' vehicles while sharing a large amount of internal components.

To understand why I decided to give Gavril this confusing sort of vehicle-development progression throughout the 80s and into the late 2010s, let's understand some very evident hints of Gavril as a brand not by using what lore we have, but what lore we don't have. There are no modern (1980-Present) family oriented light vehicles, even the Grand Marshal sedan being a fleet-oriented vehicle with an added 'Luxe' trim for higher-end buyers looking for a big boat-y American sedan to fill a quickly disappearing niche. In fact, there is no real family-oriented Gavril produced that is in game since the Bluebuck. As well, all of Gavril's subsequent vehicles are heavy duty fleet-work oriented vehicles, such as the H Series, D Series, T Series, and Grand Marshal, the only possible exception being the Roamer, which itself is still a heavy Full Size SUV lending itself to fleet work when possible through the Police and Fire Chief variations.

This draws large parallels to Ford in the real world, who failed continually to make profits off of medium sized vehicle sales and actually has cancelled all family-oriented vehicles that aren't SUV/CUV type vehicles. In this view, Gavril is posed as the antithesis to Bruckell, a brand which is established as producing a good amount of family-oriented light vehicles and even continuing to produce sedans (such as the Bastion) into the present era. In this regard, while Bruckell could be framed as a General Motors meets Mopar type company who went into econobox-mode throughout the 1980s and began returning into 'exciting' vehicles in the late 2000s, Gavril can be seen as taking the opposite approach to the Japanese Commuterbox Invasion of the 80s, choosing not to compete but to reduce output of competing vehicles to instead focus on vehicles they where good at making, such as heavy duty vehicles. This somewhat lengthy explanation will be used and referred to subsequent Gavril vehicles as their basic design philosophy.

10. 1967 Gavril Blackstone

The Blackstone was a popular 2 Door All Terrain Vehicle from 1966-1971 in its first generation, with subsequent models being produced up until 1986, where it would fade into the background in order to give the spotlight to the D Series Charro. The Charro took precedent over the Blackstone due to its shared body style with the D Series and associated lower production cost. the Blackstone would return again in 2019 as a 4 Door SUV proposed as a more off-road/luxury oriented version of the Roamer. The Blackstone was unique for its removable hardtop, allowing for an open air cockpit and the dual utility of both a pickup and a SUV.

Pinnacle of all Blackstone vehicles was the Zeta model, a limited production model featuring the 423 V8 from the Barstow as a sport performance. The Zeta variant would be produced for only 8 months, with 2700 units sold due to its poor handling and high centre of gravity making accidents with the Blackstone Zeta incredibly common. The Zeta handle would return, however, with the D Series Charro.

In popular culture, the Blackstone would become famous for its continued reliability, durability, and off-road capability. It's use heavily in Forest Services and Police Departments meant there was a huge presence of Blackstones in America. After several years, the sale of used government Blackstone vehicles meant it had a huge off-roading presence in the mid to late 80s.

The Blackstone is based off of the Ford Bronco, while also having a toned-down version of what I refer to as the 'axe-head' design used in the Gavril Bandit from Rigs of Rods. The Blackstone inspiration harkens back to the same process I used in the Tiare, mostly being 'no one is buying a sedan named the Blackstone and the Bluebuck exists' leading me to a more utilitarian vehicle, implied by the name Blackstone. From here, the idea to base it off of the Bronco stems from the lack of similar offroad-oriented vehicles for the era. Now, of course, this would have a sort of contrast to the Hopper, which is also a 2 Door offroad vehicle. In the end, we all know the Hopper escaped the concept stage while the Blackstone itself did not, most likely due to the similar nature of the two, and the Hopper, being produced more recently, having more relevent uses and more customizability.

11. 1963 Gavril Bussard

The Bussard is a fibreglass-bodied Sports Coupe produced from as early as the mid 1950s. The Second-Gen Bussard was produced from 1963-1968, with the most famous being the 1963 model featuring an iconic split-rear window design. A noble and attractive design choice originally intended to reduce glass costs that was discontinued as soon as possible due to its tendency to block the entire rear view visible in the mirror. The front would also be redesigned in 1965, where the grille would be moved from under the bumper to between the bumper and lights as a result of countless complaints of debris getting entangled in the low-mounted radiator.

The Bussard would not simply be limited to shortcomings, quite the opposite, as it would be crowned as quite possibly the greatest generation of Bussard produced. It featured dominant V8 engines pushing high power figures and incredible handling blowing all other American-made muscle cars out of the water. The Second-Gen Bussard is in this regard moreso compared to rival Italian and British Sports Cars, given a degree of sophistication unawarded to any other American made Muscle Cars. The Bussard would go on to make such a ripple in the American Auto Industry that most private car clubs that featured primarily foreign Euro Sports Coupes would ban it from entering their competitions officially due to its 'Fibreglass construction' but privately due to the superiority of its engine that brands like Civetta could not replicate even with 1.5x the cylinders and 3x the cost.

The most famous of these would be the V8 Talladega Performance variants, which featured a track-ready engine, suspension, and transmission along with weight-reduction and even a 35 Gallon gas tank used in its official racing models. The Talladega models became infamous among plenty of high-profile California car clubs, where Bussard owners who where annoyed by the discrimination showed by more prominent members would harass Italian Sports Car owners on the highway by displaying the superior acceleration and top speed of their Talladega Bussards, much to the dismay of many high class sports car owners who wished the car itself would be struck from the earth by a godly power overnight. Alas, the continued torment of smug Italian purists finally brought changes to car club policies, which ended the discrimination of fibreglass vehicles and allowed the Bussard to compete in competitions in 1966. In response to this, Antonio Civetta was quoted as saying "...it is a dark day when uncivilized American monsters can compete with a vehicle so pure and refined as mine, this is a disgrace to all esteemed Civetta owners who are now corralled with the bovine and swine of the west...". In response, Gavril Motors would fly a Bussard out to Civetta's Italian Headquarters, where they would proceed to preform a 15 second burnout before peeling away in a screech of American fury that would make even the most devoted communist praise the Red White and Blue. Gavril would then proceed to crush Civetta in virtually every competition that year.

The Bussard is based on the C2 Corvette, with most of the lore stories based on interactions Chevrolet and Ford had with Ferrari during the mid to late 60s. A lot of the story behind the Bussard was inspired by the memoirs of Carrol Shelby and his experiences with Corvettes entering the racing ring after being ousted due to discrimination from foreign brands. There really was a real life discrimination of Corvette owners and a real ban on fibreglass bodied cars competing and joining car clubs, which lead to actual harassments by Corvette owners on prominent car club members to publicly one-up them. In all, the history of the Corvette makes it one of those incredible bastard cars that a designer like Gabester would just eat up. In a final note, the Corvette itself was initally chosen simply not due to the name given, but the year. Anyone who knows much about the C2 Corvette will know that the 1963 model is the most famous due to the split rear window, which was immediately discontinued due to visibility issues it created. This may be more of a personal preference for this vehicle, as I fondly remember my dad bringing one home from his job at the Chevrolet Dealer in the early 2000s and showing me the rear window and its history.

12. 2014 Gavril Roamer

The Gavril Roamer is a utilitarian-oriented Mid/Full-Size SUV offered since the mid 80s. Its more modern incarnations, however, lack many of the qualities that made the early generation Roamer so great. Nowadays being powered by underperforming hybrid motors using a FWD drivetrain and unreliable automatic slushboxes built more like grenades than a proper transmission. This generation of Roamer, made from 2011-2017, was a failure in public sales due to high cost and countless shortcomings, so much so that the final 2 years of its model run would be focused nearly entirely on fleet orders.

The Roamer would not be totally lost, however, as those wishing to push out even more money to Gavril could opt for 4WD, a V6, and even off-road or sport performance parts. There would, however, be few of these produced, with even fewer being sold. The Roamer would fall into the ever-expanding void Gavril was digging for itself of vehicles that where simply too cheap to be justifiably used for anything other than fleet vehicles.

The Roamer would see primary use as a Law Enforcement vehicle, with the majority of police departments using the surplus of Roamers now available from Gavril to replace the aging Grand Marshal fleets they had gathered over the past few decades. It's cheap and moderately reliable construction also saw widespread use by Taxi companies before major issues with the integrity of its transmission would begin to show themselves in early 2014, within the next 3 years almost all of the Taxi versions would be replaced by cheaper, more reliable alternatives to avoid transmission issues. These issues would never be present on any of the Law Enforcement Roamers, however, as they where given modified transmissions which where designed to improve acceleration and power delivery, but with the unexpected benefit of not exploding after a few years. This led to the majority of Roamers in civilian hands either being decommissioned police spec Roamers or simply getting a transmission swap by a local mechanic.

These legal issues with the transmission would plague Gavril, and sour the already faltering image they had with the American public. In the end, however, the Roamer would simply fade into obscurity as a vehicle so common and so mediocre that its little influenced changed nothing except make the abbreviation "Get A Vehicle, Ruin It Later" to return to the public spotlight.

The Roamer is based on the Ford Explorer along with ideas from the Ford Focus of the similar era, which also featured an abysmal transmission. The idea of making Gavril a 'fallen from grace, down on their luck' car marque once again stemming from the failures of Ford to learn from the mistakes of the past and continue to try and cut corners on a circle. The result being unsurprising and yet still disappointing vehicles that where so bad Ford left the light vehicle sector entirely. While Gavril might not fully follow in this direction, the design choices of many Gavril vehicles already in game, such as the D Series using technology that would be ancient compared to other trucks of the era, or the Grand Marshal trying to pedal a chrome laden V8 boat in the early 21st century, show that Gavril as a brand may not fully be in touch with the public, and that this rift could eventually culminate in Gavril focusing entirely on heavy vehicles.

13. 2014 Ibishu Covet

The 2013-2015 Ibishu Covet is a reboot of the Covet last sold by Ibishu in 2003. Built partially as an economic hatchback for city buyers, it was mostly a pandering tool to encouraged now-middle-aged street racers that cool sporty hatchbacks never died. Designed around the iconic Ibishu Covet ISX (abbreviation of Ibishu Sporting Experimental) liftback produced from 1983-1989, this fresh new Covet was supposed to sweep the worldwide market with its small size, solid power output, generous fuel economy, and useful liftback design. Yet, time does not simply allow for one to simple pick up from where they last left off. And in the case of Ibishu reviving a decades old nameplate with a design that hadn't been used since the Berlin Wall, they had a lot of learning to do.

The 2+2 format it posed really translated to 2 adults and 2 legless children, and with mediocre plastic and fabric seats, there where few comforts present within this new Covet to lure away sporty buyers from coupes and convertibles. Their desire to find a magical combination of fuel economy and exhilarating power left the engine with neither quality, with the mostly-turbocharged lineup sucking fuel economy from low speed commutes and the cam profile making higher revs feel simply powerless and ineffective. One automotive journalist, upon testing a preproduction sport version, was quoted as saying the power band of the engine 'could go for a Viagra or two'. Clearly this sentiment was felt upon release as well, with the question 'Covet making little power?' being the fifth most common search online for two weeks after it initially hit the market.

But Ibishu, unlike many of their American counterparts, are not a brand to simply keel over and admit defeat when they lose. Within 2 months of its market release, Ibishu engineers where sent into a flurry of redesigning every aspect of the Covet to perfection. Engineers at Ibishu who where tasked with the Covet Revival project would often spend 10-18 hours a day perfecting everything in this frantic redesign process, erasing and redesigning the chassis, suspension, engine, transmission, wheels, even reportedly going as far as to redesign the bolts holding it together order to ensure the new Covet shared absolutely nothing with its current failure (although many of these claims would be discounted by some of the Ibishu execs, many Covet owners often spent hours trying to compare the parts used in the 2013-2015 Covet to the later 2016-2022 Covet, often only being able to count the shared portions on two hands).

Of course, such a drastic redesign of a car with flopping sales seemed insane, with many outsiders wondering if the Covet would be the undoing of Ibishu as its engineering costs began to creep near any perceived profits the brand would make on it. Yet, to Ibishu, one thing mattered more than money: Pride.

Ibishu, as a brand commonly renowned for making both sporty and economical cars for decades, had always taken immense pride in its reputation, sometimes to an extent that can be deemed irrational. For their brand to have tarnished the nameplate of one of their most iconic cars with a vehicle that gave no positive connotation to their name was seen as a mistake so blasphemous that not fixing it would be admitting they where incapable of competing with other marques. To this end, Ibishu would have stopped at nothing to produce the most fearsome, energized, throat ripping untamable beast on four wheels to save their reputation. Well, if you hadn't guessed already, that's exactly what they did.

With engines ranging from a 1.6L and 130hp all the way up to a limited run MR Covet revival featuring a 3.2L V6 pumping out up to 310hp, pulling the Covet name from one most deplorable examples of badge sacrilege available up to the most powerful hatchback ever sold, a title the 2016-2022 Covet still holds to this day. It's incredible second rebirth shocked the country, with skeptics quickly realizing the Covet they where looking at was nothing even comparable to the Covet they where given just 2 years earlier. The fresh redesign it received was crowned as the true ISX successor and was named as one of the most appealing vehicles of the 2010s. It's incredible development story would earn it the title of 'The Car That Pride Built' and would cement Ibishu as a continued celebrity in the tuning circuit.

Enough of the feel good redemption stories, as this car draws inspiration from nothing nearly as spectacular as the story presented for this car. the 2013-2015 Covet is based on both the Honda CRZ and the Hyundai Veloster, two modern hot hatches that both took very different directions in life. The CRZ being an economy environmentally conscious CRX that, while giving sporting trims, was notable for disappointing those who expected it to be a CRX revival (although it did notably well as a hybrid vehicle). The Veloster was designed as a Tiburon replacement, based off of a 2007 concept vehicle. Because of this, it was not environmentally conscious (at least not as much as the CRZ) with various sporting trims and impressive characteristics. This ying-yang inspired me to try and make a Covet that tried to straddle the line, and as we all know, cars that try that rarely succeed. But as I started this, I realized Ibishu is a company that, when comparing Japanese auto culture and its in game products, seemingly has to win. Ibishu struck me as a brand that, come hell or high water, Ibishu was going to come out on top or die trying. No other brand in the world of BeamNG could feasibly sink more money into the development of a sporty hatchback that just flopped, but Ibishu would simply so that their badge would never sit on any vehicle regarded as disgraceful. Comparing it to when the SBR4 was released, as well as the Sunburst, the competition put up by Hirochi meant that Ibishu walking away from its famous sport hatchback in its lowest form would signal a defeat. It would be a fight the likes of the automotive world would have never seen before, or likely ever again, and I'm nearly certain Ibishu would have designed their 2016 MR Covet to not just punch hard for its weight class, but to slaughter anything thrown at it, especially any SBR4 encountered in the wild. Because to Ibishu, losing their reputation is worse than losing their company, because without their reputation, what else would they have?

14. 1993 Ibishu Pessima

The 1993 Ibishu Pessima is a FWD snooze-fest on wheels. Entering the 90s, Ibishu supplied the Pessima model with a conservative and forgettable design easily confusable with the earlier generation Pessima, as well as virtually any other sedan at the time. Powered by less than enthusiastic pop-bottled sized inline engines, the 92-95 Pessima received neither the nimble sport-tuned models of its precursor, nor the all-powerful V6 engines of its successor. It was indeed the unloved and forgettable middle child of the Pessima family.

A car so mediocre, it would never have garnered near unanimous public favour had it not been for its incredibly low price point and a reputation of reliability. Carspotters flocking to catch a glimpse of history and snag a photo of this prehistoric beast need only wait outside of the nearest Payday Loans, where early Pessimas gather as if they where a flock of pigeons. It is simply so unkillable that to this day it still haunts the lots of used car dealers, praying that it never has to deal with another high school aged student driver or senile elder. If a car could fight god, the 92-95 Pessima would be the first in line to do so.

Since this car has no interesting lore I could invent for it, and it is pointless to explain what two in game vehicles I based it on (I'll give you two guesses but you'll only need one), I will instead use this portion to talk about an incredibly niche design detail present in-game that is so irrelevant that anyone who isn't a diehard fan of little design details should spare themselves the boredom of reading this (then again, if you have made it this far through the Concept Stage Lore, you probably are looking for exactly this kind of thing).

Allow me to compare and contrast the taillights of both the Early and Late Pessima in-game:

Now I will explain all the lines in due time, but first, note the placement of both the indicator lights and the reverse lights for both vehicles. Both follow a 2x2 grid pattern, with 2 stop lights, 1 indicator, and 1 reverse, arranged with the reverse in the centre and the indicator at the edge with the 2 stop lights arranged side by side. However, on the Early Pessima, the indicator and reverse light is positioned on the bottom, yet on the Late Pessima, they are flipped, with the reverse light and indicator on the top. This is a curious little detail, and my theory on its existence is both interesting and irrelevant; chrome trim.

Despite being named the Late Pessima, the Late Pessima actually released before the Early Pessima did. We also know they where released both very early on and very close together (0.4.1 and 0.5 respectively). Using this logical train of thinking, we can infer that the Late Pessima was always in a much higher state of development than the Early Pessima, since it was released before the Early Pessima. For the Late Pessima, it's taillight design likely always included the reverse and indicator lights on the top, as they would be in line with the chrome strip on the trunk as illustrated in the second image. The Early Pessima was likely going to follow along this route, the bodylines on the side of the Early Pessima, as well as on the back would easily blend with any reverse and indicator lights placed there. They are even roughly the same size as the reverse and indicator lights found on the bottom of the Early Pessima (highlighted in green).

So, why wouldn't they go along with this? Well, to help demonstrate, I did a quick 2 minute edit in Paint.net to show you what it would have looked like:

Huh, it doesn't look quite right...

But where did it go wrong? It follows the bodylines set out for it, it has the same size and proportions as the bottom ones, how does moving it to its original position make it worse? Well, to answer that, we get to look at basic design theory for vehicle lights.

At it's core, the theory goes that placing the indicators above the lights (especially on older vehicles), it can create a sort of uncanny valley representation of eyes and eyebrows which in fact tricks the average observer into perceiving the looks of a vehicle as 'weird'. My explanation was horrible on this but here is a Jalopnik article which covers it nicely:

https://jalopnik.com/this-may-be-the-secret-to-why-we-find-some-cars-weird-l-1848158071

So, why does this not happen on the Late Pessima? Well, looking back at the rear end of the Late Pessima, we can barely see the reverse light and amber indicators when compared to the Early Pessima, they sort of blend into the red of the stop lights and the reverse lights hide away under the angle formed by the bodylines, minimizing the two compared to the comparably large stoplights which draw your attention away from the other lights. In the Early Pessima, the cubic structure does not afford any distractions of the eye, meaning you perceive all of the features of the taillights. Because of this, the eyebrow optical trick is not obscured by any practical means, forcing you to see how unconventional the lights look.

Now that we understand how it slipped past in the development of the Late Pessima, and how it was likely discovered in the Early Pessima, we can realize that the eyebrow illusion of the Early Pessima was caught too late, and once the Late Pessima showed up with the indicator-on-top style, they would need a quick fix to this. The answer was relatively simple: Move the indicators to the bottom of this lights. The issue of covering up this was much bigger, as the Late Pessima was either already released or near release by this point, to redesign its taillights to allow for lore continuity would be insane. As well, the bodylines of the Early Pessima had been established as early as the Modelling Stage, meaning removing the bodylines designed to morph with these upper indicators would add further delays. In the end, they didn't fix any of these, and they didn't have to, because I doubt even 10% of players noticed this, and I can bet an even lower number cared.

To finish this off, I will present another quick Paint.net edit, where I convert the Late Pessima's taillights to the indicator-on-bottom style used in the Early Pessima, and you can judge for yourself if any of my claims have merit over which design style is better, and if it even matters.

15. 1990 Jargl DT825

The Jargl DT825 is a rear engine, RWD, urban-based bus created in collaboration with Wentward with the DT-series frame. It is the sister-ship to the North American-based Wentward DT40L, using the same frame as the DT40L as well as many of the same transmission and interior components. The DT825 is powered by an ETK-sourced 9.4L I6 N/A engine with the option for a Jargl 8.4L I6 Turbocharged engine. It was produced from 1989-1996 domestically in Europe with outside production estimated to have continued up until 2007 in Brazil and 2013 in the Middle East.

The DT825, sharing the same base as the DT40L, has a wheelbase (length from centre of front wheel to centre of rear wheel) of 8.25m (this is also true of the DT40L in game, as measured using the grids of grid-small-pure, which are canoncially 1mx1m). It has a total length of 37ft with articulated versions reaching 55ft. It was sold in the European market from 1989-1996 as the DT825 Metro and DT825 Metro-A for articulated models, with the introduction of the DT825 Express and DT825 Express-A featuring modified gearing for highway and long-range fuel efficiency from 1991-1996. It was also sold in the Latin American market from 1990-2003 as the Jargl 37L and 55L for the standard and articulated versions respectively, only being offered with the ETK 9.4L N/A engine. Asian and Middle-Eastern markets received under the name of Juechang 8400 and Juechang 8400 EX for the normal and articulated versions respectively from 1990-1999, only being offered with the turbocharged Jargl 8.4L engine, although in later years the Asian market would also receive the 9.4L N/A ETK engine as the Juechang 9400, with no option for it in the articulated version. This was the result of an additional partnership between Jargl and Chinese heavy-equipment manufacturer Juechang in 1989 to allow for domestic-Chinese production of the bus. Japan received only the standard length 8.4L Turbocharged version with the DT825 Urban from 1990-1993. Finally, production would resume in Iraq in 2005 as a partnership between the new Iraqi government and global governments in an effort to rebuild Iraqi infrastructure after the Iraq invasion to remove Saddam Hussein, with production estimated to have continued until 2013 with exported vehicles ending up as far away as South Africa and even Eastern China. It is unknown exactly when domestic production ended in China as a result of loose regulations given to Juechang from Jargl related to the production of the DT825 but factory figures suggest it likely concluded around 2002 when the Juechang ELSX would begin replacing ageing 8400 and 9400 models.

There where several instances, however, of both Jargl and Wentward busses being imported into new markets by private companies outside of Jargl and Wentward's power. Several DT825 Metro models from France where imported to Quebec around the early 1990s and Urban Ontario in 1997. Egypt received several imported Juechang 9400 models in 2012 from a private Chinese transport firm to leverage the country into allowing more lenient regulations for Chinese-owned businesses. Several Jargl 8.4L engines where imported into North Korea by an unknown party for use in North Korean made trucks, as well as three known DT825 Metro shells used in operation with a modified 5.5L turbocharged engine of unknown origin. Multiple DT40L busses appeared in cities in western Spain and several in Albania during the early 2000s. Large numbers of DT825 Express models and DT40L models litter the Philippines despite no official sales ever taking place with any company operating in the Philippines. Japanese-made DT825 Urban models are regularly imported into Australia and New Zealand due to their RHD layout despite Wentward official being in charge of selling to the Australian market. Finally, Brazilian-made Jargl 37L models have been spotted in Kosovo since 2010 and are assumed to have been imported from Turkey.

While there where no official sales in the North American market due to partnership agreements between Wentward and Jargl to ensure that the DT40L and DT825 would not conflict with eachother in sales, there where many reports of underground deals to sell Brazilian-made Jargl 37L and 55L models in southern Mexico under Wentward's nose. When confronted by Wentward about these sales, Jargl doubled down and argued that, as per the agreement, Jargl was entitled to all sales in the Latin American market, and there was no general consensus between the two where North America ended and Latin America began. This legal battle would continue for three years before ending in a stalemate resulting in the collapse of all partnership projects between Jargl and Wentward in 2002. Resulting from the fallout was the introduction of Wentward buses into the European market using leased production factories from Charmand. While Wentward's European impact was never a huge threat to Jargl, the additional loss of the Middle Eastern market due to ongoing conflicts, as well as increasing sanctions on foreign producers within the Chinese market and labour issues in Latin America, Jargl failed to turn a profit for the first time in 57 years in 2009, and as a result Jargl Heavy Vehicles would be sold off to Gavril Motors in 2012, with the rest of Jargl Cars being bought up in 2016.

The Jargl DT825 is based mostly on the 1990 Volvo B10M and B10MA busses for basic structure, while the majority of details are in fact inspired by nothing aside from practical knowledge of how a bus should look. The lore, on the other hand, is inspired by several stories picked up from my time as a kid going to the dealership with my father when school was closed and no babysitter could be found. Particularly, a story one of his co-workers had told me when I had asked why BMW cars where sold in Canada if they where a German company. Basically began as a rundown of how companies buddy with other companies in separate markets to help each other sell vehicles and design effective cars, such as how FCA/Stellantis operates today with Fiat, Chrysler, etc. He then told me all about the US rule on importing foreign cars and how before then, a car made by a French Company, produced in somewhere like Guatemala, could be brought overseas to a dealership in Spain, bought up, placed on a boat leaving the UK to Canadfaa, driven across the border into the US, and eventually find its way back to Guatemala through continued used car sales. This was always one of my favourite aspects of car sales, the immense globalization that still happens today as Japanese cars made in China, sold in the US, shipped to Turkey end up sold in the Middle East and Africa due to the popularity of owning a North-American spec car. One of the most prolific cases of this are with mass transit vehicles, such as busses and trains, where there are a limited number of producers and finding the product that suits you best often means it needs to be brought in from somewhere else. Despite living in Canada, a good number of buses on the roads here back when I was a kid in the early 2000s came from Europe and the USA, with trains brought in from what I think was France. Especially prominent in countries in the Middle East and Latin America with smaller domestic production of local-made heavy duty vehicles, this sort of importation is incredibly common. This is partly why the story of the DT825 has little to do with its development, but moreso its propagation throughout the worldwide markets.

16. 1973 Jargl Squit

The Jargl Squit is a two door, two seater Scandinavian sports coupe pushing approximately 82hp from a 1.6L V4 through the rear wheels using a 3 speed dash mounted shifter. This is modestly aided by its light weight of around 920kg. Boasting a top speed of 101 MPH on its top of the line Draken trim (named for the town of Draken, Sweden, where Jargl Aeronautical began producing its first planes 35 years earlier), the Squit was by no means a very exciting vehicle to drive by modern standards.

However, the early 70s where a different time, especially in the US. Emissions regulations curtailed nearly all sporty cars from having any respectable figures, and as a result the Squit fell right into place amongst a crowd of equally disappointing malaise-era coupes. Defined by its two large grilles on either side of its nameplate and its choked Gavril-sourced V4, the Squit was said to 'be capable of smelling its owners fear before breaking down in the middle of nowhere'. Other notable issues infamous for plaguing the car where pop-up headlights motors known to catch fire, door handles known to fall off, faulty glass adhesive causing multiple detaching rear windows, trunks that refused to close, and hoods that refused to open. Along with the common issues of cooling and engine reliability, the Squit was truly a pain in the ass for anyone trying to operate it.

These issues, however, it seemed would only plague North America. In 1971, Jargl had opened a plant in the US with a partnership with Wentward and Gavril to aid in supplying parts. This plant routinely faced production issues with labour, quality control, and production figures, so much so that Jargl sold its share in the plant back to Gavril in 1982 and would instead begin importing vehicles instead of assembling them in the US from its new plants in Asia. All Squit models, along with the majority of other Jargl small cars, that where sold domestically in the US where produced and assembled at this co-owned plant. While in Europe, the majority of Jargl cars sold where either produced in Asia, Germany, or domestically in Sweden. These Squit models rarely suffered from the faults of their North American counterparts. This issue became so prominent that Jargl dealers in the US began to refuse to purchase any domestically produced models, and instead import foreign-made models for resale.

The Squit name originated in the mid 1950s, with the 1971-1974 generation being the final run before Jargl pulled the plug on the model due to plummeting sales in the US along with increasing regulations in Europe. There where several European club races held with the Squit, as its low weight, solid handling, and low output motor made it an excellent choice for amateur competitions. Most of these club races died out around 1977, when newer, faster cars began to take over. Over the next 15 years, the majority of Squit models would go on to rot in backyards and driveways, if not already in scrapyards, as parts for the club racer dried out. A car too inefficient to be a daily driver, and too slow to be a racer, the Squit was relegated to obscurity as Jargl continued to focus on commuter and commercial vehicles. A concept for a 2010 Squit IX was proposed by Jargl, but was put off due to budget constraints before Jargl itself was folded into Gavril and the project all but forgotten.

The Squit was based off of the SAAB Sonett, although the exterior design, notably the front, draws its design not from a car, but from the SAAB 35 Draken, a jet produced from the 1950s-1977 by SAAB. This is notable in the front grille design, where the two large grilles where designed to mimic the dual side air intakes positioned on the Draken (it is also what inspired the trim name). This leaves the centre of the front a blank canvas for the JARGL nameplate, allowing to to be prominently displayed for all to see in their rearview mirrors. The majority of the lore surrounding the car actually has little to do with SAAB itself. The frequent unreliability of the American-made models was based on the struggles of Japanese car manufacturers to ensure quality factory production from US-Domestic factories during the 1970s-1980s. The poor performance and quality legends are also derived from FIAT, Jaguar, MG, etc., who where known for producing vehicles in this era with horrific track records of falling apart. Finally, the club car history of it is based off, once again, the Carrol Shelby biography I referenced during the Gavril Bussard, and plays off the racing culture in Europe and America throughout the 50s and 60s, with club races taking place for cheaper and more controllable vehicles, such as the Squit, to showcase new racing drivers and help try to propel them through the ranks.

While none of the aforementioned companies are Swedish, they do still reflect relevant struggles the brand would be expected to face during this era. As there are only two notable large Swedish vehicle manufacturers, both of which went down very similar paths throughout their lifetimes, it seemed necessary to try and craft an individual timeline for Jargl, one not heavily based on both Volvo and SAAB, in order to try and make the brand itself a little more unique. The hardest part of these is not, in fact, the drawing portion, which generally takes roughly 45 minutes to an hour per vehicle, depending on how clear the design is in my head or how often I feel I need to revise it, but it is researching and crafting a proper storyline for these vehicles that matches both with real-life experiences for realism and feasibility, but also with in-game vehicles and established lore to ensure nothing conflicts with anything established in game (at least circa 2018-ish where the proper wiki for the game ceased being edited). Personally, I feel this makes the vehicles more than just a drawing (generally mediocre drawings at best with questionable to par accuracy) but instead a real part of the game. Any car can be drawn, given a list of spec numbers referring to the transmission, engine displacement, tire width, wheelbase, etc. but at the end of the day none of those numbers can really give a car character. It's for reasons like this that even the most mundane vehicles drawn here are still an absolute joy to create and research. Things like the Confiada being produced in Iraq to mimic real-life sales of Dodge-Fiat-Chrysler-whatever blueprint sales to the Middle East, and that a good chunk of these real-life sales are still in production to this very day (and still selling like hotcakes). Tales of the Tiare being given a mid-engine version designed to decimate roads only for the project to lose funding and get scrapped without a proper racing/rally program, leaving average Americans with powerhouse behemoth wagon-style track demons. Even the failure of the Covet relaunch and the petty actions of Gavril over the Bussard where some of the most fun stories to tell with these vehicles. In fact, this is a good deal of the reason why I advocate so much for expanding the current vehicle wiki, since it allows the development team a chance to write these kinds of stories about the vehicles in game. And I am still hopefully one day it will get the expansion it deserves to include bizarre vehicle lore like in here.

17.2007 Soliad Palisade

Wow, what a beautiful car. Quite the looker, she is? Yeah, this one doesn't even need a proper introduction like the rest of them, nor does it need any explanation as to what it is or how bad it is. It possesses a power beyond human comprehension, the ability to make onlookers recoil in fear and regurgitate their last-eaten meal back into their mouth.

Yes, you are looking at the 2007 Soliad Palisade SC+ Coupe, a 2 door produced from 2005-2009 by Soliad Corporation under the funding of Bruckell. The Soliad Palisade is built on the same chassis as the 2001-2008 Bruckell Scarborough, and itself features a 4 door variant of the Palisade also produced by Soliad, also named the Palisade. Although, none of those aforementioned variants are ever really talked about by anyone aside from a poor soul looking to replace the parts on their winter beater. The one everyone really does care about is the SC+ Coupe, and for all the worst reasons.

As mentioned many cars ago, Bruckell had what you might call a 'midlife crisis' within the mid-aughts, where they realized for the past two decades they had done nothing but build depressing, pathetic commuter-boxes and immediately dumped as much funding as they could find into developing impressive, sporty versions of their cars to win over younger audiences. I am happy to report this was not isolated simply to the parent company, as Soliad was also dragged into this mess and forced to also follow suit with even less guidance and funding. While Bruckell engineers might've had some sort of responsible fun with their concepts, maybe even being considered to have a little bit of imagination with a mid-rear engine Tiare concept, Soliad engineers where most certainly overhyped on nose-sugar before realizing the assignment they had put off for several weeks was due the following morning.

This isn't fully their fault. The team at Soliad was well ahead of where they should have been from the start, designing a new draft for a Wendover coupe based on the Scarborough chassis by 2004, the front wheel drive concept produced at most 190hp from a naturally aspirated 2.4L I4. It would debut at the 2003 Belasco Auto Show and receive a very warn reception. Journalists praised its projected affordability, and said it would a great commuter vehicle for anyone looking to upgrade. Attached below is a photo of said concept vehicle.

It was far from anything truly special. The 2004 Wendover concept was never supposed to blow anyone's socks off, and was instead simply supposed to join the Soliad lineup of standard daily-use vehicles that weren't anything fancy but certainly a tier above budget economy. But, on a fateful morning in August 2003, one journalist had dared call the 2004 Wendover concept a vehicle 'reminiscent of malaise'. These three words would, one year later, halt the production preparation of the 2004 Wendover when the first signs of Bruckell's impending self esteem collapse began to show. The old journalist comment was found in either an old magazine or some long-forgotten footage reel important only to Bruckell exec's who would stop at nothing to ensure no Soliad product was described as 'malaise'.

The engineering team at Soliad was immediately forced to redesign the car, while keeping the same deadline for production as the previous Wendover concept, completed a year earlier. The only real instructions they where given where 'It's gotta be a sporty coupe and it has to be a showstopper'. In theory, this is exactly what the team did. Basing the front end off of Hornets (for purposes of making a vehicle that looked intimidating) while copying the rear-end design of the '94 Ibishu Miramar and changing just enough to avoid any possible copyright claims, and topping it all off with a standard moonroof and available massive wing, the new Soliad Palisade was designed in record time and managed to begin production 3 months behind schedule in 2005. It featured at most 220hp, coming from a 3.2L engine completely ripped out of an SUV with little to no modifications aside from a supercharger and "improved" transmission. The resulting product was then shipped off to dealerships who where unaware of the extent of the redesign until seeing the vehicles get dropped off the trailer the day they arrived at the dealership.

As one might have expected from a vehicle designed in such a short window, with such vague guidelines surrounding its release, it was horrible. The interior was marred with cheap, budget sourced plastic in a layout one could interpret was designed to be reminiscent of 'sporty'. The cooling system was so unoptimized that it became common for anyone in a warmer climate who tried to push their Palisade to the limit to accidentally boil their engine coolant. The supercharged variants ended up causing more problems than they solved, especially when it was discovered by small groups of tuners that the supercharger itself was so unoptimized for the vehicle it actually held the engine back in certain aspects. In addition to transmissions designed to detonate like landmines, atrocious understeer, and misaligned panels originating from lack of production prep, the paint of the Palisade was also known to completely peel off in salty climates, producing 'salt stripes' running the full length of the car where paint and primer was completely lifted off the car by road salt.

Vehicles produced in the following months by Soliad would, sadly, follow in the 'Hornet' design of the Palisade, all featuring rather unappealing front end designs that made the Soliad vehicles of the aughts some of the ugliest vehicles in history. The Palisade would be produced until 2009, when the entirety of Soliad was shuttered due to diminishing sales. While the 'revival' of Bruckell might have had a silver lining, that being the reborn success of some of its most famous marques, the story of Soliad throughout the process is one of much less fanfare. The push to eliminate malaise models in both marques inadvertently made Bruckell compete directly with its child company, who was supposed to be in charge of making the sportier vehicles for Bruckell as a whole. Forcing in radical redesigns and cobbling parts together in a rush to deliver a product no one really wanted in the first place didn't help either. By the time the economic crisis hit Soliad was already down for the count.

However, it would not be a legacy completely marred by failure. Most tuner communities have modified their superchargers in order to fully maximize the engines capabilities, with most models reaching around 300hp with minimal aftermarket modifications and tweaking. These cars would be a staple of crappy high school parking lots and welfare offices for a decade to come before being replaced by rusting Pessimas and Bastions respectively. The Palisade stands to serve a lesson that Cherrier should have learned before releasing the Tograc: Sometimes changing the game is worse than playing it as is.

It goes without saying, the Soliad Palisade is based off of a nightmarish combination of the Pontiac Sunfire and the Chevrolet Cobalt SS. Both of them where mid-late aughts GM coupes designed to evoke memories of 'yeah it almost looks sporty' and both of them sucked in their own respective ways. The Sunfire is arguable one of the uglier Pontiacs ever being produced, and in my opinion is more egregious than the Aztek ever was. It's poor styling and equally poor performance made it a car relegated near exclusively to scrapyards, demolition derbies, and trailer parks in the local area. The Slowbalt on the other hand, was a car that looked like a tacky hotwheels dinky car while having the performance that your average midsize SUV does today. It featured the crowning fault of GM products: wearing a GM badge, and possessing the inherent quality control issues that came with it. Cobalts that still possess their muffler deserve a spot in the top 10 endangered species list.

Originally, I figured this might have been an SUV concept, similar to the Aztek from Pontiac. But, as I thought about it a little longer, it just didn't make sense in my mind for Soliad to build an SUV. While they are an in-game equivalent to Pontiac, their proposed lineups are more focused to higher-end vehicles with sporting pretensions and 'modern' looks. It barely made sense for Pontiac to build an SUV, as it was more of a Chevrolet thing to do, and in this world where Bruckell has an identity crisis and immediately pulls a 180 to produce sporty, attractive vehicles, it makes even less sense for Soliad to do so. With this, I figured the Soliad Palisade would have to fit somewhere in as 'sporty', and a Wendover replacement fit perfectly. When coupled with the era of the concept stage (late 2013) it made perfect sense for a Sunfire/Cobalt type vehicle to be added to the game, since despite being near universally ridiculed, both cars where (and to an extent still are) in possession of a huge tuner community dedicated to making these cheap coupes into something mildly respectable.

With the end of Soliad also comes the end of the Concept Stage vehicle list. It was a real blast making this for you guys, and I hope to have a new project starting here soon!

Fall From Grace: The Demise of SNM (1/14)

Founded in 1936 as a production house for pipes and flanges, Svenska Nationell Motorer began producing civilian vehicles in Sweden in 1949. Throughout the ensuing decades, they would slowly expand from Sweden to 67 countries around the world. All of this while focusing on safe and ergonomic design and attempting to differentiate itself from fellow Swedish competitor Jargl by using cutting edge research to constantly devise and implement new technologies.

For the past 40 years, it had worked well for them, but their lead in technology is slowly faltering, and currently in the 1990s they rely heavily on reputation and prestige alone to sell vehicles. Over the years, this has caused their bank account to bleed, and eventually in 2004 SNM was forced to finally consider a possible acquisition deal. SNM and Gavril would settle the deal in late 2004, and effects would begin to be seen by 2005.

Here, we will investigate these transition years undergone by SNM during its transition to a Gavril subsidiary, and how it would progress up until its closure in 2011.

1. 1994 SNM 540-550 Series

The Fifth-Generation of the x40-x50 was introduced in 1990 at the Geneva Auto Show by SNM, and went on sale in 1991 to much fanfare. The 90s where pivotal for SNM, as they began to stray from some of their usual and well established design practices in order to appeal to a more modern consumer. Starting with their first vehicles back in the 40s, SNM has always focused on a rigid, almost box-like design. This sprung from the companies familiarity with designing pipes and flange beams, and additionally their inexperience with designing products where form was just as important as function. Their automobiles where known for being tough, dependable, and safe, however, they where also known as rolling bricks. This legacy would lead to a sort of campy fanbase surrounding the older SNM models, seeing the angular body as a neat bit of personality added to an otherwise malaise vehicle. But, SNM knew it couldn't sell squares when the world was looking for something round, and thus a redesign happened.

This redesign manifested in the summer of 1990, when SNM unveiled the new 540 Sedan and accompanying 550 Wagon. Gone where the cubical body styles, now replaced by rounded edges and curved bodylines. The redesign was heavily praised as a step into the modern era for SNM, and would see similar praise for vehicle performance and longevity over the years.

Available with the choices of a 2.0L I4, a 2.4L V6, or a 2.0L Turbocharged I4 (nicknamed Brummande, or Zoom in Swedish for its rapid acceleration and impressive 220 MPH top speed) all of which could be mated to a 4-Speed Manual or 5-Speed Automatic, the 540-550 was top of the line when it came to affordable transportation. A spacious plastic interior available with optional false wood-grain and even painted-chrome accenting around the door handles and infotainment system, featuring optional integrated GPS and CD or Cassette player. Notably, it came standard with both driver and passenger front airbags 4 years before they would be mandatory in the US. Interior choices featured either Black or Tan Leather seats for higher end trims, or Fabric seats in Red, Brown, Tan, Black, Blue, or the rare and elusive Forest Green, installed on only 145 models with a matching Forest Green exterior. As for the exterior colour choices, customers could choose from Silver, Black, Tan, Ocean Blue, Forest Green, Turbo Red, Sunlight Yellow, or White.

Suffice to say, the 1991-1997 SNM 540-550 is regarded as one of the better automobiles to come from the era, and easily one of the best affordable sedans from Europe of the period. It's unique ability to offer a turbocharged wagon rivaling most cheaper sports coupes was a game changer and influenced an entire subgenre of tuning where SNM wagons equipped with turbochargers where pushed to their physical limits.

However, despite it's massive popularity, the 540-550 struggled to repay its cost of development and production, with the project only turning a net profit in 1995. This would only be the beginning of the financial troubles ahead for SNM, who found their audience of middle class buyers continually gravitate towards cheaper Japanese models over their Swedish models. This unease leading into the 90s led SNM to continue to try and make farther leaps and gains in all of their technologies to remain ahead of the competition, an action which would see great consequences down the road.

2. 2003 SNM 540-550 Series {WORK IN PROGRESS}

3. 2002 SNM 430 Series {WORK IN PROGRESS}

4. 2000 SNM 520 Series {WORK IN PROGRESS}

5. 2004 SNM 260 Series {WORK IN PROGRESS}

6. 1998 SNM 110 Series {WORK IN PROGRESS}

7. 2004 SNM 180 Series {WORK IN PROGRESS}

8. 2009 SNM 640-650 Series {WORK IN PROGRESS}

9. 2008 SNM 620 Series {WORK IN PROGRESS}

10. 2010 SNM 360 Series {WORK IN PROGRESS}

11. 2008 SNM 280 Series {WORK IN PROGRESS}

12. 2011 SNM 20-X11 {WORK IN PROGRESS}

13. 2010 Gavril Grand Marshal {WORK IN PROGRESS}

14. 2011 Gavril Conquistador {WORK IN PROGRESS}

bussin.buses · Dec 14, 2022

Where can the list be found? I looked in the Wiki already.
Also, nice description!

Car8john · Dec 14, 2022

bussin.buses said: ↑

Where can the list be found? I looked in the Wiki already.
Also, nice description!
Click to expand...

You can find it here, all the hyperlinks in the references still work, however the wiki articles that the table itself redirects to are usually just blank
https://wiki.beamng.com/Concepted_vehicles.html

jackmo2207 · Dec 14, 2022

Sad that these vehicles never made it to fruition

Car8john · Dec 14, 2022

jackmo2207 said: ↑

Sad that these vehicles never made it to fruition
Click to expand...

Definitely, especially as I research some of them and find out more on what they would have likely been like and what we might've missed out on content wise. Especially when some of these vehicle types get repeatedly suggested over and over.

So far after looking into the proposed Chivala it seems like it would have been such a neat vehicle to wreck, a drawing along with research is coming in a few hours
--- Post updated ---
Here's a hint on name meaning and translation (typical early 2010s gabester humor):
https://afreedictionary.com/spanish-english/chivala
https://www.urbandictionary.com/define.php?term=chivala

Since no year is given, I got to be rather liberal with what era this miserable crapbox would be born in, but given there are a few distinct eras focused on in the concept stage and assuming each decade get about the same amount of attention, I feel i might've narrowed down to what it would be

Car8john · Dec 15, 2022

New car is posted! the 2007 Bruckell Chivala rolls onto the page and into the hearts of families all over America!

Cutlass · Dec 15, 2022

Maybe that unnamed Bruckell became the LeGran wagon

Car8john · Dec 15, 2022

Cutlass said: ↑

Maybe that unnamed Bruckell became the LeGran wagon
Click to expand...

It most likely did, since the BeamNG wiki that has the concept stage information is (horribly) out of date, with the last edit here predating the LeGran wagon itself, however, I figured an 80s wagon would be a nice departure from the prolific amount of 1960's-1970s sedans and coupes that where on the list.

DriftinCovet1987 · Dec 15, 2022

Car8john said: ↑

Well, as the title suggests, I will be drawing every single concept stage vehicle, trying to make them as accurate as possible to their initial ideas using the source information given and by using what we know lore-wise about each manufacturer.

For those unaware of what the Concept Stage is, it refers to a large list of concepted vehicles posted nearly a decade ago on the BeamNG forums describing what vehicles could be seen upcoming in the next several updates. This list was axed and all content on it is confirmed multiple times over to not be coming to BeamNG.

The list consisted of the following 17 vehicles and concept descriptions:
View attachment 972016
It can be found on the old BeamNG wiki, and as a result many of the other pages it links to are nearly devoid of useful and relevant information, meaning that the majority of design interpretations and choices will be influenced by what I know was some of the early BeamNG brand lore as well as going off other vehicles produced by the manufacturer.

Since these can feature cumbersome explanations on lore, design choice, and history, each is hidden in their own respective tab.

I will be completing these in descending order, with the goal of one every 2 days or so. I will continue to update this post with progress and updates.

PLEASE DON'T ASK ME TO DRAW {INSERT VEHICLE HERE}

Enjoy!

1. 1968 Bruckell Albatross

View attachment 972022
Produced from 1967-1971, the Bruckell Albatross was the bigger, more sea-worthy Moonhawk that every midwest oil baron dreamed of wrapping in gold leaf and strapping oxhorn to. Its mantra of 'Bigger is Better' applied to nearly every faucet of the car. With the V8 Special boasting a fierce 10mpg, a whopping 250 horsepower, and a 0-60 time of next week, this barrel-rolling track star found its home on tracks mostly comprised of dirt, mud, and full contact. Nowadays, the Albatross lives up to its name, by being the burden around the neck of any soul tasteless and unfortunate enough to be the party responsible for refilling its gargantuan gas tank.

This vehicle (thankfully) came with a quick drawing done by Gabester on its looks, and came with references to what it would be like. This was posted in a vehicle suggestion thread that also came with a full sketch of another, very similar car. Combined, I used this to influence the overall design.

Those that are observant to the source materials will notice I gratuitously added the pointed front to the Albatross, as it was not in Gabester's sketch. This was done mostly out of my own desire for continuity along the Bruckell models, which as many in the forums (and me) feel just continually have a pointed nose, featuring 3 rectangular grilles with a Bruckell logo in the middle. In this case, to further differentiate it from the Moonhawk, I have opted to block out the centre grille and instead make that part straight chrome, with the two remaining adjacent grilles done as usual. This simply was to add more chrome, plus, as this isn't anything near as sporty or demanding as the Moonhawk, it can get away with less cooling (it'll break down anyways who cares).

As far as continuity lore is concerned, it would refreshed for the 72-76 model, where it would be replaced by the third gen model from 77-80, with a facelift from 81-84. The final 'true' generation of the Albatross would be produced from 85-89, after which, it would adopt 2 more doors and be the flagship luxury sedan sold by Bruckell from 90-03, featuring facelifts and engine upgrades throughout. Sales eventually dropped off (as everyone slowly realized it was just a mediocre sedan riding on the tailcoats of a prestigious past) so the model was discontinued before 2004.

2. 2007 Bruckell Chivala

View attachment 972408
The fourth generation Chivala, produced by Bruckell from 2002-2008, is more or less undeserving of any sort of driving characteristic description. With engine displacements ranging from 2.4-3.6 litres and driver dissatisfaction ranging from mildly unpleasant to insanity inducing, the Chivala serves only one soul purpose, to haul Karen's kids to soccer practice doing 45 in the left lane. The Chivala has only two redeeming qualities saving it from the realm of 'unforgivably shitty': It's continued reliability and the derpy little smile it seems to carry no matter how bad it is. It's as if the Chivala is on a dose of ecstasy during every drive, rendering it oblivious to its unending fate of prowling Wal-Mart parking lots in the same manner Sisyphus pushes his boulder up the mountain.

While it came with no vehicle description nor any set era, the Chivala did come with a name, a name that tells you a lot about what the devs had in mind for this poor thing back in the early stages of BeamNG development. Chivala translated to english from Spanish can mean: to bother and annoy, while over at Urban Dictionary, it is a slang term to insult a man's masculinity used by South Siders by implying they are a coward or a punk. With this very important information, I immediately deducted that the Chivala would be the most depressing of minivans, which immediately brought me to the pre-housing crisis era.

My inspirations for the Chivala lied within three minivans: the 2006 Dodge Grand Caravan (evidenced more or less by the sloping rear and taillight wrap-around), the 2007 Kia Sedona (hinted at with some of the light design on the front fascia and some of the trim pieces), and the Blista from GTA III (from which the absolute spirit of boredom and soullessness was derived).

Somewhere along the way, I unintentionally gave it a derpy sort of smile with the grille. The original plan was to make the lights and grille seem almost aggressive, but in a crappy malaise early-aughts sort of way where it looked more stupid than threatening. To do this, I had taken the well established idea of a tri-grille for Bruckell products, then decided to simply cut the middle one in half in order to put the emblem on the bodywork instead. This has the unexpected result of giving the Chivala a sort of dumb smile, the kind that a big stupid dog would give you if it could. I personally thought it was funnier that way, as Bruckell engineers could simply dismiss all of its other crappy characteristics by hiding the car behind the most vacant and unthreatening face they could slap onto it. And behold, the Chivala smile was born!

While I still may not be exact on the year, as there is equal chance the Chivala could've been destined to be a late 80s early 90s brick style minivan, I am 99% confident it was destined to be a bland boring minivan named intentionally with Gabester's signature sense of humor. Either way, the Chivala lives on paper as a car so euphorically in space, that if you where to smash it into a wall going 90 it would still crack a smile simply for being included. Truly, a car undeserving of such poor performance.

As for continuity, the Chivala continues to be produced today, being in its 6th generation in the year 2022 as of writing this, although its signature smile may have slowly been forced into a more aggressive slant by modern engineers foolish enough to remove its most redeeming feature.

3. 1969 Bruckell Moonhawk
{COMING SOON}

4. Bruckell Scarborough
{COMING SOON}

5. Bruckell Tiare
{COMING SOON}

6. 1980 Bruckell unnamed wagon
{COMING SOON}

7. 1986 Charmand 1304B
{COMING SOON}

8. 1965 Civetta Fulmine/Fulminatore
{COMING SOON}

9. 1977 Gavril Beaufort
{COMING SOON}

10. 1967 Gavril Blackstone
{COMING SOON}

11. 1963 Gavril Bussard
{COMING SOON}

12. 2014 Gavril Roamer
{COMING SOON}

13. 2014 Ibishu Covet
{COMING SOON}

14. 1992 Ibishu Pessima
{COMING SOON}

15. Jargl DT825
{COMING SOON}

16. Jargl Squit
{COMING SOON}

17. Soliad Palisade
{COMING SOON}
Click to expand...

Ooh, I really like this! I like what you did with the Chivala - it looks just as goofy as a lot of early-2000s minivans tend to look. The Albatross also looks real nice. I'm most interested in seeing how you do the Fulmine and 2014 Covet.

Do you mind if I make these vehicles in Automation? I've been wanting to get better at building cars in that game as well as translating concepts to "reality", and I feel like making these might help me in that regard.

Car8john · Dec 15, 2022

DriftinCovet1987 said: ↑

Ooh, I really like this! I like what you did with the Chivala - it looks just as goofy as a lot of early-2000s minivans tend to look. The Albatross also looks real nice. I'm most interested in seeing how you do the Fulmine and 2014 Covet.

Do you mind if I make these vehicles in Automation? I've been wanting to get better at building cars in that game as well as translating concepts to "reality", and I feel like making these might help me in that regard.
Click to expand...

That would be awesome! Please feel free to use any of my designs it would be sick to finally be able to drive these in Beam! I'm still getting used to drawing proper looking cars so this is a learning experience for me too.
My drawings have definitely gotten better since the illustrations for Green Ghost of Selva Rocosa.

DriftinCovet1987 · Dec 15, 2022

Car8john said: ↑

That would be awesome! Please feel free to use any of my designs it would be sick to finally be able to drive these in Beam! I'm still getting used to drawing proper looking cars so this is a learning experience for me too.
My drawings have definitely gotten better since the illustrations for Green Ghost of Selva Rocosa.
Click to expand...

Oh, yeah, I remember those. Holy shit, it's been ages since I've written anything like that.

Car8john · Dec 15, 2022

DriftinCovet1987 said: ↑

Oh, yeah, I remember those. Holy shit, it's been ages since I've written anything like that.
Click to expand...

Ah, good memories.
If you need any more car images I can repost some of my other ones from the Esesel Concepts thread, and I have about a million others that I drew during uni lectures too

bussin.buses · Dec 15, 2022

DriftinCovet1987 said: ↑

Oh, yeah, I remember those. Holy shit, it's been ages since I've written anything like that.
Click to expand...

Hey, I read that like a month ago! (I read it when it was in-progress, too, but I forgot what happened, so I reread it in November) It’s so good! Consider yourself very skilled.

DriftinCovet1987 · Dec 15, 2022

Car8john said: ↑

Ah, good memories.
If you need any more car images I can repost some of my other ones from the Esesel Concepts thread, and I have about a million others that I drew during uni lectures too
Click to expand...

A'ight, thank you for your offer. I'm mostly going to focus on building the cars from this list first - if I want to build any more, then I'll ask.

bussin.buses said: ↑

Hey, I read that like a month ago! (I read it when it was in-progress, too, but I forgot what happened, so I reread it in November) It’s so good! Consider yourself very skilled.
Click to expand...

Oh, thanks! I honestly consider it to be terrible, but if people enjoy it, then cool. You also have to give @YellowRusty some credit - he's the one who edited a lot of my more...rough versions into the final version you read.

Car8john · Dec 15, 2022

DriftinCovet1987 said: ↑

A'ight, thank you for your offer. I'm mostly going to focus on building the cars from this list first - if I want to build any more, then I'll ask.

Oh, thanks! I honestly consider it to be terrible, but if people enjoy it, then cool. You also have to give @YellowRusty some credit - he's the one who edited a lot of my more...rough versions into the final version you read.
Click to expand...

Sounds good, can't wait to see it

Deleted member 498759 · Dec 15, 2022

Car8john said: ↑

Well, as the title suggests, I will be drawing every single concept stage vehicle, trying to make them as accurate as possible to their initial ideas using the source information given and by using what we know lore-wise about each manufacturer.

For those unaware of what the Concept Stage is, it refers to a large list of concepted vehicles posted nearly a decade ago on the BeamNG forums describing what vehicles could be seen upcoming in the next several updates. This list was axed and all content on it is confirmed multiple times over to not be coming to BeamNG.

The list consisted of the following 17 vehicles and concept descriptions:
View attachment 972016
It can be found on the old BeamNG wiki, and as a result many of the other pages it links to are nearly devoid of useful and relevant information, meaning that the majority of design interpretations and choices will be influenced by what I know was some of the early BeamNG brand lore as well as going off other vehicles produced by the manufacturer.

Since these can feature cumbersome explanations on lore, design choice, and history, each is hidden in their own respective tab.

I will be completing these in descending order, with the goal of one every 2 days or so. I will continue to update this post with progress and updates.

PLEASE DON'T ASK ME TO DRAW {INSERT VEHICLE HERE}

Enjoy!

1. 1968 Bruckell Albatross

View attachment 972022
Produced from 1967-1971, the Bruckell Albatross was the bigger, more sea-worthy Moonhawk that every midwest oil baron dreamed of wrapping in gold leaf and strapping oxhorn to. Its mantra of 'Bigger is Better' applied to nearly every faucet of the car. With the V8 Special boasting a fierce 10mpg, a whopping 250 horsepower, and a 0-60 time of next week, this barrel-rolling track star found its home on tracks mostly comprised of dirt, mud, and full contact. Nowadays, the Albatross lives up to its name, by being the burden around the neck of any soul tasteless and unfortunate enough to be the party responsible for refilling its gargantuan gas tank.

This vehicle (thankfully) came with a quick drawing done by Gabester on its looks, and came with references to what it would be like. This was posted in a vehicle suggestion thread that also came with a full sketch of another, very similar car. Combined, I used this to influence the overall design.

Those that are observant to the source materials will notice I gratuitously added the pointed front to the Albatross, as it was not in Gabester's sketch. This was done mostly out of my own desire for continuity along the Bruckell models, which as many in the forums (and me) feel just continually have a pointed nose, featuring 3 rectangular grilles with a Bruckell logo in the middle. In this case, to further differentiate it from the Moonhawk, I have opted to block out the centre grille and instead make that part straight chrome, with the two remaining adjacent grilles done as usual. This simply was to add more chrome, plus, as this isn't anything near as sporty or demanding as the Moonhawk, it can get away with less cooling (it'll break down anyways who cares).

As far as continuity lore is concerned, it would refreshed for the 72-76 model, where it would be replaced by the third gen model from 77-80, with a facelift from 81-84. The final 'true' generation of the Albatross would be produced from 85-89, after which, it would adopt 2 more doors and be the flagship luxury sedan sold by Bruckell from 90-03, featuring facelifts and engine upgrades throughout. Sales eventually dropped off (as everyone slowly realized it was just a mediocre sedan riding on the tailcoats of a prestigious past) so the model was discontinued before 2004.

2. 2007 Bruckell Chivala

View attachment 972408
The fourth generation Chivala, produced by Bruckell from 2002-2008, is more or less undeserving of any sort of driving characteristic description. With engine displacements ranging from 2.4-3.6 litres and driver dissatisfaction ranging from mildly unpleasant to insanity inducing, the Chivala serves only one soul purpose, to haul Karen's kids to soccer practice doing 45 in the left lane. The Chivala has only two redeeming qualities saving it from the realm of 'unforgivably shitty': It's continued reliability and the derpy little smile it seems to carry no matter how bad it is. It's as if the Chivala is on a dose of ecstasy during every drive, rendering it oblivious to its unending fate of prowling Wal-Mart parking lots in the same manner Sisyphus pushes his boulder up the mountain.

While it came with no vehicle description nor any set era, the Chivala did come with a name, a name that tells you a lot about what the devs had in mind for this poor thing back in the early stages of BeamNG development. Chivala translated to english from Spanish can mean: to bother and annoy, while over at Urban Dictionary, it is a slang term to insult a man's masculinity used by South Siders by implying they are a coward or a punk. With this very important information, I immediately deducted that the Chivala would be the most depressing of minivans, which immediately brought me to the pre-housing crisis era.

My inspirations for the Chivala lied within three minivans: the 2006 Dodge Grand Caravan (evidenced more or less by the sloping rear and taillight wrap-around), the 2007 Kia Sedona (hinted at with some of the light design on the front fascia and some of the trim pieces), and the Blista from GTA III (from which the absolute spirit of boredom and soullessness was derived).

Somewhere along the way, I unintentionally gave it a derpy sort of smile with the grille. The original plan was to make the lights and grille seem almost aggressive, but in a crappy malaise early-aughts sort of way where it looked more stupid than threatening. To do this, I had taken the well established idea of a tri-grille for Bruckell products, then decided to simply cut the middle one in half in order to put the emblem on the bodywork instead. This has the unexpected result of giving the Chivala a sort of dumb smile, the kind that a big stupid dog would give you if it could. I personally thought it was funnier that way, as Bruckell engineers could simply dismiss all of its other crappy characteristics by hiding the car behind the most vacant and unthreatening face they could slap onto it. And behold, the Chivala smile was born!

While I still may not be exact on the year, as there is equal chance the Chivala could've been destined to be a late 80s early 90s brick style minivan, I am 99% confident it was destined to be a bland boring minivan named intentionally with Gabester's signature sense of humor. Either way, the Chivala lives on paper as a car so euphorically in space, that if you where to smash it into a wall going 90 it would still crack a smile simply for being included. Truly, a car undeserving of such poor performance.

As for continuity, the Chivala continues to be produced today, being in its 6th generation in the year 2022 as of writing this, although its signature smile may have slowly been forced into a more aggressive slant by modern engineers foolish enough to remove its most redeeming feature.

3. 1969 Bruckell Moonhawk
{COMING SOON}

4. Bruckell Scarborough
{COMING SOON}

5. Bruckell Tiare
{COMING SOON}

6. 1980 Bruckell unnamed wagon
{COMING SOON}

7. 1986 Charmand 1304B
{COMING SOON}

8. 1965 Civetta Fulmine/Fulminatore
{COMING SOON}

9. 1977 Gavril Beaufort
{COMING SOON}

10. 1967 Gavril Blackstone
{COMING SOON}

11. 1963 Gavril Bussard
{COMING SOON}

12. 2014 Gavril Roamer
{COMING SOON}

13. 2014 Ibishu Covet
{COMING SOON}

14. 1992 Ibishu Pessima
{COMING SOON}

15. Jargl DT825
{COMING SOON}

16. Jargl Squit
{COMING SOON}

17. Soliad Palisade
{COMING SOON}
Click to expand...

Pontiac Aztec vibes from the Chivala, but anyways your drawings look amazing.

Car8john · Dec 15, 2022

Needforspeed2005 said: ↑

Pontiac Aztec vibes from the Chivala
Click to expand...

Thanks, it was designed to be a little funky (although funky implies it would be an interesting car)

DriftinCovet1987 · Dec 15, 2022

Car8john said: ↑

Sounds good, can't wait to see it
Click to expand...

Well, here's my first version of the Albatross. I took quite heavy inspiration from the 1968 and 1969 Dodge Monaco for this design, along with mixing some elements of your design. It's powered by a 453-cubic-inch V8 called the "Harrier" - same engine family as in the Moonhawk, except quite a bit larger.

I'm actually happy with this design for once, as it doesn't look like it was slapped together in 5 minutes (like a lot of my designs in Automation tend to go). I'm absolutely pleased with the front end, but the rear is a bit bodged. I might have to do some tweaking back there.

Car8john · Dec 15, 2022

DriftinCovet1987 said: ↑

Well, here's my first version of the Albatross. I took quite heavy inspiration from the 1968 and 1969 Dodge Monaco for this design, along with mixing some elements of your design. It's powered by a 453-cubic-inch V8 called the "Harrier" - same engine family as in the Moonhawk, except quite a bit larger.
View attachment 972461 View attachment 972462 View attachment 972463

I'm actually happy with this design for once, as it doesn't look like it was slapped together in 5 minutes (like a lot of my designs in Automation tend to go). I'm absolutely pleased with the front end, but the rear is a bit bodged. I might have to do some tweaking back there.
Click to expand...

Looks good! I think possibly adding a black trim piece behind the albatross lettering might help wrap up that part of the rear end, similar to the moonhawk for a 76 ford falcon

Can't wait to see what else you make

DriftinCovet1987 · Dec 15, 2022

Car8john said: ↑

Looks good! I think possibly adding a black trim piece behind the albatross lettering might help wrap up that part of the rear end, similar to the moonhawk for a 76 ford falcon

Can't wait to see what else you make
Click to expand...

Oh, yeah, that's a good point. I'll try that out later today.

I've already started on the Chivala - it's...a fair bit more challenging to work with than the Albatross was. I'm mostly basing it off the GM U-platform vehicles of the era, like the Chevrolet Venture - however, my current SE Luxe version has got a 2.4L L4 making about 150 hp, which might be a bit low. Mechanically, it's very sound, but it's probably going to be much harder to make than the Alba.

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