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Kaldestad Aamot Group - Cars


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In his garage in what was then Ostport in 1923, Gunnar Kaldestad began crafting his own race cars to take to the international stage. His unique engineering solutions led to Kaldestad Racing Automobiles becoming a very successful team, and evolving from a racing organisation headquartered in a garage in a snowy village to an international automobile manufacturing giant. KRA became KAP Limited (Kaldestad Automobiles of Prymont) in 1954 to appeal to a wider market instead of racing enthusiasts. 

Initially, KAP went from strength to strength, but in the early 1970s, hefty import tariffs on luxury exports damaged company profits. KAP was heavily hindered by this, and with Gunnar not wanting to see his own company fail, he handed over the reins to his only son, Robert, in the hopes that he could revive KAP once again. In the 1980s a very expensive initiative was launched that would bankrupt the company if failed. However, due to aggressive marketing strategies and solid product design, KAP began exporting a range of vehicles across the globe again. Financial difficulties due to declining sales figures led to Kaldestad selling the company to billionaire investor Erik Bruun, while retaining a position on the executive board and 5% of total shares.

Today, KAP Limited leads the way in automotive manufacturing, ingenuity, comfort and performance. Offering a generous range of high-standard, affordable cars, anyone can have a KAP.

KAP. Driving Perfection.


Generation 1: 2010 - 2014
Generation 2: 2015 - 2018
Generation 3: 2019 - 


The K1 was the first car in the new 'K' line to be introduced in 2010, in an initiative to refresh KAP's public image and create a clear hierarchy of their fleet. The first supermini since short-lived Fallow in 1984, the K1 appeals to a wide range of customers in it's varied offerings of fuel economy, low levels of pollution, design and comfort, and power. Older customers will be joined by new drivers to purchase the lower models for high fuel economy and cheap insurance. Businessmen in New Halsham will use the car as a designer statement, with it's beautiful appearance betraying it's cheap price. Then, hardcore KAP enthusiasts will purchase the top of the line Quatrefoil, fulfilling their dreams on a budget.


  • S: 60bhp 0.9l straight 3 - β13,000
  • SE: 65bhp 1.0l straight 3 - β14,000
  • SX: 70bhp 1.2l straight 3 - β16,000
  • SR: 100bhp 1.4l straight 4 - β18,000
  • SRT: 115bhp 1.4l turbocharged straight 4 - β20,000
  • E: 93kW 230 mile range battery - β22,000
  • Quatrefoil: 150bhp 1.4l turbocharged straight 4 - β25,000


Generation 1: 2010 - 2014
Generation 2: 2015 - 2018
Generation 3: 2019 - 


The KAP K2 is a significant step up from it's smaller K1 brother, providing more space and performance while retaining the staggering looks of the new 'K' era. Coming exclusively in a 5-door variant, with the option of 4 or 5 seats, the K2 continues the historic line of impressive small family cars. Succeeding the Vermilion, Alizarin, and Sepia, the K2 is a car steeped in rich heritage. Run-flat tyres have been discarded in favour of better performing standard rubber, with a space-saver spare wheel beneath the spacious boot. Hybrid and electric versions are also available, bettering the already economical yet generous ICE engines. 


  • S: 94bhp 1.4l straight 4 - β19,000
  • SE: 110bhp 1.6l straight 4 - β22,000
  • SX: 137bhp 2.0l straight 4 - β25,000
  • H: 110bhp 1.6l hybrid straight 4 - β27,500
  • E: 100kW 200 mile range battery - β28,000
  • Quatrefoil: 180bhp 2.0l turbocharged straight 4 - β29,000


Generation 1: 2016 - Present


The K3 is the pride and joy of KAP's K range, filling the compact executive car gap left by the retirement of the Goldenrod in 2009. The K3 provides sublime handling and immense power, all in the lap of luxury with plenty of space to relax and enjoy the ride. Introduced in 2016 as a dedicated four door vehicle, coupé and estate versions were released the following year to complete the K3 family and meet the requirements of any potential buyer. With over 200bhp as standard, the K3 is the car you need.


  • S: 200bhp 2.0l straight 5 - β30,000
  • SE: 240bhp 2.0l turbocharged straight 5 - β32,000
  • H: 230bhp 2.0l hybrid straight 5 - β38,000
  • SX: 350bhp 3.0l V6 - β48,000
  • GT: 400bhp 3.0l twin turbocharged V6 - β55,000
  • Quatrefoil: 515bhp 3.0l twin turbocharged V6 - β62,000


Generation 1: 2017 - Present


The KAP K3+ is an estate version of the K3 range, boasting a larger boot and slightly more power. Keeping with the tradition set by the Goldenrod of 2004 to offer a saloon and estate version, the K3+ comes with additional options such as a wire fence separating the passenger compartment from the boot, pet harnesses, a full-sized spare wheel and repair kit as opposed to the K3's spacesaver, and many more luxury add-ons. To the surprise of many, a Quatrefoil unit was added to the range, so those who require adrenalin and space in equal amounts can still be satisfied with a KAP.


  • S: 200bhp 2.0l straight 5 - β33,000
  • SX: 350bhp 3.0l V6 - β52,000
  • Quatrefoil: 520bhp 3.0l twin turbocharged V6 - β63,500


Generation 1: 2017 - Present


Completing the flagship K3 range is the K3c, a coupe variant of the original. Reducing the amount of doors by two and rear leg space, the K3c is able to reduce weight, increase power, improve handling, and provide a larger boot space. A full-sized spare tyre is one of the many new options available with the coupe, which features tuned engines from the K3 sedan to provide an overall sportier experience.


  • SE: 250bhp 2.0l turbocharged straight 5 - β34,000
  • SRT: 358bhp 3.0l V6 - β50,000
  • Quatrefoil: 560bhp 3.0l twin turbocharged V6 - β65,000


Generation 1: 2019


The KAP K4 sees the Prymontian automotive company return to the full executive saloon market. The company's last venture into this area was the Coquelicot, which was brought out of production in 2008. Positive sales figures from the K2 and K3 indicated that interest for a dedicated executive saloon was still present, and KAP were eager to please. The K4 builds upon the great legacy already established by the K3, by providing extra space with extra power. The chassis was tested on the twisting roads of Aelmount, the engine stretched on the long motorways of Ostport, and the full package finally refined at the famous Nordløkke race track. The K4 adds to an already extensive KAP line-up, and will amaze many upon its open public release in 2019.


  • SE: 250bhp 2.0l turbocharged straight 5 - β34,000
  • H: 244bhp 2.0l hybrid straight 5 - β40,000
  • SX: 352bhp 3.0l V6 - β50,000
  • GT: 400bhp 3.0l twin turbocharged V6 - β58,000
  • Quatrefoil: 521bhp 3.0l twin turbocharged V6 - β66,000


Generation 1: 2010 - 2017
Generation 2: 2018 - Present


While defined as a budget sports car, the KAP K5 is much more than just a definition. Upon it's first launch in 2010, the car was criticised for being overweight, underpowered, uncomfortable, ugly, and front-wheel drive. Despite these criticisms, the K5 sold well enough for seven years, and eventually warranted a second generation that remedied all previous issues. Weight was reduced by almost one ton, the engine bay housed more powerful and economical engines, the body featured an extensive redesign to meet new KAP design criteria while retaining well-received previous features, and power delivery was switched to the rear. The new K5 is now an enjoyable, exciting budget sports car.


  • SR: 216bhp 2.0l straight 5 - β24,500
  • SRX: 250bhp 2.0l turbocharged straight 5 - β27,000
  • GTR: 412bhp 3.0l V6 - β31,000
  • Quatrefoil: 540bhp 3.0l twin turbocharged V6 - β37,000


Generation 1: 2018 - Present


In a similar vein to the K1 and K5, the K6 is directed towards a market KAP never dappled in before - crossover SUVs. The K6 will look at performance, ride comfort, storage capacity and offroad capabilities, and has been extensively tested in the mountainous roads of Aelmount. It will be released in 2018 with a hybrid model available immediately.


  • SE: 205bhp 2.0l straight 5 - β34,000
  • SX: 240bhp 2.0l turbocharged straight 5 - β36,500
  • H: 205bhp 2.0l hybrid straight 5 - β40,000
  • GT: 400bhp 3.0l V6 - β48,000
  • Quatrefoil: 500bhp 3.0l twin turbocharged V6 - β58,000


Generation 1: 2018 - Present


Due for release in late 2018, the K7 is a step up from the K6 as a full SUV. Competing directly with it's Iverican cousin Esé Chulo, the K7 offers improved offroad capabilities, extra storage, pristine comfort, and additional power over the K6. With KAP stepping away from traditional performance cars and offering a variety of models for all purposes, the K7 will lead the way into the company's future. A hybrid edition may be available in 2019 depending upon the popularity of the K6. A Quatrefoil variant has unfortunately been ruled out by CEO Erik Bruun.


  • SE: 209bhp 2.0l straight 5 - β38,000
  • SX: 245bhp 2.0l turbocharged straight 5 - β42,000
  • H: 209bhp 2.0l hybrid straight 5 - β45,000
  • GT: 400bhp 3.0l V6 - β52,500


Generation 1: 2019


As outlined by Erik Bruun upon his purchase of KAP in the late 2000s, the best car company in the world should offer a variety of models and vehicles to suit the needs of everyone. So, after the retirement of the Fulvous van in 2015, the K8 steps up to the mark, combining the high quality and power of a KAP vehicle with the space and utility of a dedicated van manufacturer. Available in both standard and double cabin form, to adhere to the needs of a workman or a busy family, the K8 offers space like no other. KAP are also able to offer the K8 at an exclusive reduced price without negatively affecting quality, and as such, have produced a fantastic utility vehicle. It will enter the market in 2019.


  • S: 80bhp 1.0l straight 4 - β21,000
  • SE: 95bhp 1.2l straight 4 - β23,500


Generation 1: 2019


The KAP KS marks KAP's first standalone spider since the Ecru (1966-1992). Two spiders have been released since, the Marigold Spider and K5 Spider, both providing convertible versions of standard cars. However, the KS has no alternative. It stands alone, pride and powerful, ready to enjoy a sunny day at the beach. Power and performance isn't compromised, with the KS more than capable of excelling at track days. Perfect for that Argic road trip you've always wanted to go on but never had the right car to do so, the KS is a step above the rest. 


  • SX: 140bhp 2.0l straight 5 - β28,000
  • SR: 200bhp 2.0l straight 5 - β31,000
  • Quatrefoil: 515bhp 3.0l twin turbocharged V6 - β37,750


Generation 1: 2018 - Present


The EK is KAP's answer to increasingly strict emission limits in major cities across the globe, and a general change of direction in the automotive world to electric vehicles. First teased in 2016, the EK will replace a potential future electric K3, providing the luxury and handling of it's conventionally powered sibling while providing instant, silent power. CEO Erik Bruun has promised more powerful, longer range batteries from 2020, as KAP continue to develop and improve their electric power units.


  • S: 138kW 310 mile range battery - β40,000
  • SR: 140kW 300 mile range battery - β45,000
  • Quatrefoil: 150kW 300 mile range battery - β60,000


Generation 1: 2019


The KAP ES welcomes you to the future of sports cars. Imagine a world in which vehicles are more powerful than ever, more comfortable than ever, and more spacious than ever, yet emit zero emissions. Maybe that world will come tomorrow, or in ten years, or in fifty. However, KAP lets you live that world today, with the EK and the ES. The ES offers the power, performance, and handling of the KAP R3, with 0% of the pollution. Together with the EK, the ES serves to further develop and enhance the battery components used in KAP vehicles, making the future a better one. Embrace your green side. Embrace the KAP ES.


  • SR: 160kW 350 mile range battery - β100,000
  • Quatrefoil: 195kW 450 mile range battery - β150,000


Generation 1: 2018


The R4 is due to be KAP's most powerful (and expensive) supercar yet. Featuring only two seats, the interior is minimalist to provide an authentic race car sensation. This reduces weight in favour of outright power, which is delivered exclusively through the rear wheels. Unlike previous 'R' line vehicles, the R4 will be incredibly limited, to just 100 units - 75 will be the GTR variant, with 25 as the incredible Quatrefoil. One will be retained by KAP for their museum collection, and another has been kept back for CEO Erik Bruun to purchase, leaving just 98 vehicles available worldwide. 


  • GTR: 750bhp 6.0l V12 - β250,000
  • Quatrefoil: 810bhp 6.2l twin turbocharged V12 - β335,000



Edited by Prymont (see edit history)
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1920s - 1940s

Gunnar Kaldestad was born in 1897 in Fairview, North Prymont (what is today Linkeep). His father was a successful mine tycoon, owning various gold and silver mines in the mountains of Aelmount to the east. Gunnar subsequently grew up rich, and was able to take up motor racing in the early 1920s. He was fairly successful on both a national and global scale, but felt as though he could do a better job than the companies he drove for. With his father's wealth he bought a garage in his home town in 1926 and created Kaldestad Racing Automobiles.

His first project was the O1, taking the initial of his father's forename to thank him for his contribution to the company. With a few engineering friends he'd met from his racing career, Gunnar was able to make the O1 a powerhouse. Sporting a 155bhp straight 8 engine, the O1 went on to win several international and local championships for multiple years. After a while, the O1 grew outdated and newer machinery was able to outperform it. In came the O2, sporting an upgraded straight 8 with a supercharger. 1932 thus saw the return of KRA to the forefront of auto racing. Once again, KRA were unable to keep up with the competition over the years and a new competitor was needed. The O3 was debuted at the Saint Preux GP of St Francoisburg in August 1937, boasting an incredibly powerful supercharged 4.1l V12 engine. Unfortunately, the chassis was not competent enough, and the O3 suffered from poor handling. Kaldestad went out and hired a wave of new designers and engineers to cure these problems for future cars.

Unfortunately for Gunnar, his father in his older years refused to cough up the funds to allow his son to continue his lavish lifestyle. In dire need of some capital to continue paying his employees and building new cars, Gunnar took to the public with KRA's Cinnibar, first released in 1940. Several versions were adapted for racing, which allowed Gunnar to resume his hobby while watching the rich folk of the surrounding Prymontian territories purchase his road cars. 

With the Cinnibar now selling nicely, receiving regular upgrades from dedicated engineers in the road division, Gunnar was able to produce one last race car for the 40s to return to sporting glory. Enter the O4. Participating in various categories across the globe, alongside casual national trophies, the O4 proved to be a dominant machine. Returning to the proven success of the supercharged 8 cylinder worked wonders for KRA, who were able to continue producing vehicles from their race winnings.


1950s - 1970s

The fifties started well for KAP. Their O4 was dominating in formula categories worldwide, and while Cinnibar sales were almost nonexistent due to the age of the car, it was proof that the public were interested in purchasing thoroughbred road legal Prymontian cars. With the revenue he'd made from race winnings and Cinnibar sales, Gunnar Kaldestad purchased a factory in Canastota, Ostport, to produce more public vehicles. Approximately half of the factory was also dedicated to the finest racing cars to continue pursuing his passion.

Production soon began on the Gamboge, KRA's first executive car. It would also be the last road legal car produced with the KRA logo. It was a hit across Prymont, and Gunnar quickly began negotiating with the Ostportese government to cut export tariffs to sell his car across the world. In 1954, three years after production on the Gamboge started, Gunnar made the executive decision to give his company a more generalised name, and thus, Kaldestad Automobiles of Prymont was born. The racing division became KRT, or KAP Racing Team, and would be a staple in motorsports for decades to come.

On the back of the success of the Gamboge, the Arylide was released in 1958 as a compact executive car. A coupé/spider followed the year later, named Tangelo. Meanwhile, in the world of racing, the O4 was receiving regular upgrades but was quickly becoming obsolete as competitors utilised newer technologies to create lighter, faster cars. Gunnar faced a dilemma: should he reinvest his hard earned money into auto racing, or continue making large profits on the public streets? He chose the latter, opting to develop the Gamboge and Tangelo models further to appeal to more customers.

The O4 was failing to win any races in the early 1960s and was reluctantly retired. Gunnar wanted to continue making road cars, but his desire to race was too strong. To combat this, he made a car that suited both markets. The Chartreuse was released in 1964, and a racing version was released soon after. As the Gamboge and Arylide reached the end of their production cycles, new dedicated road cars were required. From 1965 to 1968, several models were released: first the Citrine in 1965 (also used for racing), the Princeton in 1966 which offered retro styling with modern technologies, the compact executive Cardinal in 1967, and the Redwood sports car in 1968. 

In 1968, KAP released a new race car that would last, in various iterations, for another decade: the O5. It was a move to sports cars that was foreshadowed with the Chartreuse and Redwood, the latter of which the O5 was based on. A year later, the O51 would be released into the racing world, dominating the international sports car and endurance scene. 

With the wide variety of road cars released in the 1960s lasting KAP several years due to updates every other year, the company returned to focusing more on racing. In 1973 the O52 was released, again dominating its classes. It was succeeded in 1976 by the O53, which focused on evolution more than revolution and also dominated. By this point KAP realised that there was no longer a challenge on the sports car scene, and started to work on a return to the open-wheel formula.

However, their recent focus on racing led to declining sales in road cars. Engineers and interior designers were always working on upgrading their cars, but the public wanted something that fitted the current decade. Revenue from the road cars had gone into racing, and while their racing ventures had been highly successful, there simply wasn't enough capital for KAP to push out a variety of new cars like they did in the late 60s. In a last ditch attempt to salvage some purchases, the Ecru was issued in 1977. It was a fairly successful vehicle, but only selling one model hurt KAP's profit margins and market share.

Despite the lack of a long-term capital, KAP returned to formula racing with the O6 in 1977. They hoped that, after a couple of years, a true engineering team could be established to create stunningly fast cars. The end goal was to dominate the open-wheel scene in the mid 1980s as they'd done with the sportscar scene in the 1970s. The O6 utilised a naturally aspirated flat 12, and proved to be a fairly successful package for KAP's return to formula racing. The engine was powerful, the chassis competent, and the team went on to lead several laps, score one pole position, two podiums, and two fastest laps. 

Financial issues from the lack of road car sales meant that the O6 had to be used for 1978 also, with minimal upgrades. Still, the car scored two podiums and was deemed a generally quick car. In 1979, the team was once again forced to use the same chassis. Gunnar Kaldestad feared that his team would be comically noncompetitive this year, and dredged up the last of his funding for one final, risky upgrade. Welcome the O61, a car with redesigned bodywork that accommodated a large fan at the rear of the car. This fan literally sucked the car to the ground, generating insane amounts of downforce and allowing for dangerously high cornering speeds. In the first race it entered, the O61 secured a front row lockout. After a competitor spilled oil on the track, many cars were seen spinning off, but the O61 was seemingly unaffected by this. After winning the race in dominant style, the teams ran to the governing body to complain.

Visto, who had utilised ground effect on their current cars, were afraid that KAP would challenge their dominance of the sport. They petitioned for the fan to be banned, but the ruling body agreed to do so only at the end of the season. With the O61's loophole safe, the team went on to win one of the most dominant formula championships ever seen. 

North Prymont, where the company was headquartered, was facing economic struggles in the early 1970s and imposed large export tariffs on luxury items, which KAP fell under. This hurt the international sale figures for the Ecru, and Gunnar handed the company over to his son Robert, a budding young businessman who believed he could revolutionise KAP to become a heavy hitter in the automotive world once again.



1980s - 2000s

1980 was the first full year with Robert Kaldestad at the helm of the company. He began phasing out the Ecru in preparation for revitalising KAP. Hundreds of millions of Prynds were set aside for the next generation of cars. Workers in Ostport and North Prymont factories were laid off in favour of an Iverican factory with cheaper labour. The factory in Ostport continued developing formula cars, with the 1980 competitor being the O7, featuring a new chassis, a new V12, and adjustable dampers. It was a fairly decent chassis, scoring two podiums throughout the season. However, more work needed to be done, and for that, they needed a bigger budget.

1981 saw the first car fully overseen by Robert Kaldestad. The Jonquil, a 2+2 coupé, would set the standard for KAP's mid-level sports cars. Featuring a rear wheel drive 2.6l V8, it proved immensely popular across Prymont and the rest of the world. The only thing hurting sales figures in the long run was the slightly high purchase price due to the materials used. However, it gave KAP enough capital to further develop their upcoming lineup, while also allocating funds for their racing projects. 1981 introduced the world to the O8, yet again another car with a V12 that scored several podiums. This time, the car demonstrated serious speed as it scored a pole position. Unfortunately, it was unable to covert that into a win.

The company wasn't due to release its next model until 1985. This would hurt sales figures, but despite the cheaper, quicker workforce in Iverica, production could not be accelerated. Once again, the manufacturer had to rely on race winnings to make a profit, which was becoming increasingly difficult. As the level of competition rose, more funding was required to keep up. However, the team simply couldn't raise enough funds due to a lack of substantial race earnings. Wealthy sponsors weren't stepping up because great results couldn't be expected, and thus KAP Racing Team found themselves in a very difficult position. Changes in the regulations upped costs even more, requiring the team to select a turbocharged V8 with a totally new chassis. Enter the O9, KAP's 1982 challenger. The engine was powerful, and gave the team two 2nd place finishes alongside a fastest lap, but again, it wasn't worthy of a win.

Because of a lack of funding, an updated version of the O9, the O91, was ran in 1983. Again, it proved to be a fast car, but was unable to keep up with its richer competitors. 1984's O-10 was the start of the end for KAP in the formula series. It was harsh on fuel, meaning it often ran out during races - other DNFs were caused by severe unreliability. When it was able to finish, mechanical errors plagued the car and resulted in poor positions. 1985's O-11 was no better. With no funds, the chassis was poorly designed and hard to drive. With the drivers crashing out regularly due to the abysmal handling, costs soared and before the end of the season, KAP pulled the plug on the project.

However, 1985 was not a fully negative year for KAP. Two new models were released - the Alizarin, a small family car powered by a variety of small engines, and the Rosewood, a compact executive car that would reinvigorate KAP's love for motorsports. A turbocharged V6 version was released in 1986, and in 1987 a fully-kitted race version entered the Argis Touring Car Championship. It was highly successful, and saw the return of KAP to auto racing.

Despite the positive sales figures of the Alizarin and Rosewood, KAP's executive car, the Persimmon of 1986, was a commercial failure. Critics blamed the front wheel drive, lack of modern styling and cheap materials, and production soon ended in 1988. KAP's final car of the 80s was the cult icon Flax, a rear-wheel drive V6 monster that caught the eye of many investors. The Jonquil and Rosewood ended production in 1990, opening the door for new models.

The only model released in 1990 was the Sunglow, the successor to the Persimmon. Several engine variants were available, including two V6s, but once again it was a commercial disaster. Since the failure of the Persimmon, the public didn't trust KAP with developing a good executive car, and very few people bothered to buy the Sunglow. Not all hope was lost however, as leftover chassis were developed into a mid-engined V12 sports car that would run in the KAP Touring Challenge, hosted in Prymont in 1991. The car was a huge hit amongst racing fans, and encouraged KAP to return to the touring car scene after the retirement of the Rosewood.

With the Sunglow and Flax being retired in 1991, KAP were only offering one model. Still, the Alizarin shone through, a successful car that proved KAP still had what it takes to develop a popular vehicle. Regardless, more models were required to turn a profit, and so in 1992, the Coral entered the market. It succeeded the popular Rosewood in both public sales figures and touring car performances. In 1993 the Coral V6 GTR entered the Argis Touring Car Championship, and dominated the series for four years straight. KAP had finally cracked the racing scene once again.

Due to the success the Coral V6 GTR saw in 1993, KAP started developing a sportscar prototype for 1994. The O-12 was a naturally aspirated V10 machine of pure beauty, designed to take on the best of the best in the International Prototype Championship. It entered the first qualifying session of the season and secured pole - however, the team were unable to compete in the race due to a last minute spark plug failure. A lack of funding meant the O-12 withdrew from the championship before the next race.

In 1995, KAP released its first coupé sports car since the Jonquil. The Marigold, also sporting a Spider variant, was front-wheel drive. While many enthusiasts preferred a rear-wheel drive sports car for better handling and power output, the Marigold was still a successful seller and would be available for a decade. A year later, the Coquelicot executive car was released. It succeeded the Sunglow, but rectified many of the issues KAP had faced with an executive model and was generally successful, albeit expensive. It remains to date the last executive car released by the Prymontian company.

In 1997 the Coral was retired, and then in 1998 the long-standing Alizarin followed suit. With only two models on the market, KAP's revenue was once again falling, and newer models were needed. The workforce in Prymont was still adapting to the United States concept, and the Iverican employees were demanding small pay rises. Executive figures demanded new models, but Robert Kaldestad was unable to meet their requirements.

The governing board put KAP on the market and began searching for buyers. Desperate to retain his family company, Robert once again tried to issue a new generation of KAP cars, although this time, he would be commercially unsuccessful, and it wouldn't be enough to save his pride and joy.

To welcome in Y2K, Kaldestad unveiled the Vermilion, the son of the highly successful Alizarin. A GT adaptation was released soon after for a national racing series, which somewhat revitalised public interest in KAP. Four years later, the Goldenrod, a compact executive car that followed in the footsteps of the Rosewood and Coral models, was sold to the public. Unfortunately, Kaldestad was unable to produce units quick enough, and a buyer was found in Prymontian billionaire investor Erik Bruun. 

Bruun had sympathy for Kaldestad, and gave him the position of vice-chairman on the executive board. He retired the Marigold in 2005 and began working on a new naming system for KAP to renew the public's interest and give the brand a breath of fresh air. The final car released in the 2000s was the first car to follow an alphanumerical naming system. The KAP R1 succeeded the recently retired Marigold as a front-wheel drive coupé sports car, and the first in line of the prestigious 'R' line. It was released in 2008, a year after the Coquelicot was retired. The Vermilion and Goldenrod models also entered retirement in 2009, signifying the end of the coloured naming system and bringing KAP into a new golden era.


2010s - Future

2010 saw the introduction of three new models, all of which followed new styling initiatives, and two pursued new markets that were previously unknown to KAP. The K1 entered the supermini market, aiming to please environmental legislation in Prymont by reducing pollution levels and providing a city runner car for New Halsham. The K2 replaced the Vermilion, in a market that KAP had been highly successful in. Finally, the K5 became KAP's entry-level sportscar, only one step down from the R line. Together with an aggressive marketing campaign, interest in KAP was revitalised and profits soared through the roof with the four current models. Once again, KAP had returned to top form.

Many were worried that KAP would wear themselves out quickly, as they did in the 1960s and 1980s when several new models were introduced. Safeguarding measures were implemented, meaning that the K1, K2 and K5 models would receive facelifts and interior updates every three to five years to remain appealing. Sports - and super - cars would also be regularly released to appeal to more luxurious customers, while the middle and working class line-up would be filled over the coming years.

The R1 was retired in 2011, and a successor was immediately announced in the beautiful R2. The spiritual successor to the cult classic Flax, the R2 was the most powerful road-legal KAP car ever built, and also the most expensive at β300,000. It was retired two years later due to a limited run, and another successor in the R3 was produced. Once again, it broke KAP records, being the first ever mid-engined road car released by the company. This kept interest and profits high. 

In 2014, KAP Limited acquired a 100% stake in fellow Prymontian car manufacturer Visto Cars. Oskar Visto, who had been an engineering apprentice for KAP in the 1940s during his teenage years, had split away from the company due to a disagreement and founded his own manufacturer, Visto Cars. Visto competed against KAP in the formula racing scene, and were incredibly successful. Their road car division, while famous, was not exactly profitable, and was suffering from potential bankruptcy in the late 2000s. As part of his initiative to revitalise KAP as a profitable business, Erik Bruun approached Hugo Visto, son of Oskar and CEO of Visto Cars, to fully purchase the company and turn it around.

2016 saw the rise of a legend. The K3, successor to the might Coral and Rosewood models, entered the market in style. Several variants were released at once, with it's rear-wheel drive chassis handling like a supercar. Critics called it the best KAP produced since the end of the 1990s, and it was a welcome return to the compact executive market. Like the Goldenrod however, a racing variant is yet to be released, and fans are worried that we won't see one at all.

While 2017 saw no new models, three units will be released in 2018 - the crossover SUV K6, the company's first fully electric EK, and the almighty R2 spiritual successor, the R4. With a K4 executive car also rumoured for 2018, KAP's future is looking ever brighter.


Edited by Prymont (see edit history)
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Visto Cars, an established name in the world of motorsports, was founded in Baxter, Southfort, in 1952. Oskar Visto, an avid racing enthusiast who worked as an engineer for KAP in the late 1940s, named his company after himself when KAP refused him a promotion to a more senior position. Visto rose to fame in the 1960s for revolutionising the global formula racing scene, dominating the championship. This success continued through the next two decades, but the team eventually began to crumble due to ineffective management in the early 1990s.

Meanwhile, their road car department was never quite up to scratch. Their projects were underfunded, due to a funding focus on racing, and poorly built. Over the years they gained a reputation as an unreliable manufacturer, but retained a loyal customer base due to their cars being cheap to purchase and excellent to drive when they worked. Due to the failings of their motor racing efforts in the early 1990s, the manufacturer lost substantial foreign funding and had to dial back their operations. They retained a low profile throughout the turn of the 21st century, before being bought out by Prymontian automotive giant KAP Limited in 2014 for an undisclosed amount.

Visto. Redefine driving.


Addax [1996-]


The Addax is the oldest car in the current Visto lineup, but is just as much fun as something more modern. First released in 1996, the Addax quickly accumulated a cult following of pure sportscar enthusiasts who wanted a cheaper Sunday driver that was just as much fun as the more expensive options on the market. Tested extensively on the winding mountainous roads of Aelmount, the Addax is a modern classic that belongs in any garage.


  • Sport: 1.6l straight 4 - β32,000
  • Sprint: 1.8l straight 4 - β36,000
  • Cup: 1.8l supercharged straight 4 - β40,000


Atlas [2006-]


The Atlas, first released in 2006, is an evolution of the Addax. Offering more power and a refined racing interior, the Atlas is for pure adrenalin seekers. With limited luxuries, such as air conditioning, airbags, and a simple stereo, the Atlas reduces lots of weight from its little brother while maintaining a lighter, stronger carbon fibre/aluminium body. With larger brakes to take care of the higher speeds, the Atlas is perfect for track days at your local club.


  • Sport: 1.8l straight 4 - β60,000
  • Sprint: 1.8l supercharged straight 4 - β65,000
  • Cup: 3.5l supercharged V6 - β80,000


Azote [2018-]


The Azote is the latest addition to Visto's growing range, and utilises state-of-the-art technology to provide an up-to-date driving experience. Based on the defunct KAP R3 chassis, the Azote features new engines that will be available in future KAP performance cars, giving the driver a futuristic experience on a budget. Carbon fibre body panels, a rigid racing chassis, large carbon ceramic brakes and tailored high performance tyres mean that the Azote is the next generation of supreme Visto driving. Despite using the latest in technological advances, the Azote remains lightweight and follows the traditional Visto ideology of making a light car before making a powerful car.


  • Sport: 2.0l flat 6 - β65,000
  • Sprint: 2.2l supercharged flat 6 - β69,000
  • Cup: 2.6l supercharged flat 6 - β78,500


Anta [2009-]


The Anta, one of the more modern units produced by Visto, is a revolutionary sports car that retains the historic routes of Visto Cars, while venturing into new worlds simultaneously. The Anta is a top of the range supercar, but with the affordability of a Visto. Available as either a 2 or 4 seat coupe, the Anta is perfect for weekend drives on the back roads of Summervale, or motorway journeys through Ostport. 


  • Sport: 3.5l V6 - β75,000
  • Sprint: 3.5l supercharged V6 - β85,000
  • Cup: 3.5l supercharged V6 - β100,000


Mark VI Evo [2007-]


The Mark VI Evo was released in 2007 to mark the fiftieth anniversary of the original Mark VI, which went on to become a classic lightweight track day car. The Evo offers several modern day comforts while retaining the raw essence of the original. Doors and windscreen are standard, with optional extras including carpets, a spare wheel, and a heater unit. More advanced models come with carbon fibre parts, a 6-speed gearbox, GRP aeroscreen and seats, a racing harness, and a removable steering wheel, alongside further options of a sequential gearbox and launch control.
The Evo is renowned for its sublime handling, power delivery, and overall excitement to drive.

  • Sport: 1.0l straight 4 - β15,000
  • Sprint: 1.8l supercharged straight 4 - β25,000
  • Cup: 3.5l supercharged V6 - β50,000


2-Six [2016-2018]


Released to the public in 2016, the 2-Six is a manifestation of six decades of Visto motorsport. A road-illegal track car, the 2-Six gets its name from the two seats it offers, alongside the powerful V6 under the bonnet. With an abundance of downforce and grip, coupled with power and a super lightweight chassis, the 2-Six can take the fight to many heavier supercars on the track. Production will end in late 2018 due to dwindling interest.


  • Cup: 3.5l supercharged V6 - β120,000


47 [2013-2018]


Have you ever wanted to drive a Grand Prix racing car, but lacked the funds or talent to do so? Well look no further, as the Visto 47 is a GP car for everyone. Sporting a 650bhp V8 monster sat right behind the driver, the 47 offers unlimited amounts of downforce with scary levels of mechanical grip and raw power. The package comes with a personal trainer and a pit crew of eight to meet your every need. The crew will follow you around the world, setting the 47 up for you at a circuit of your choosing. So what are you waiting for? Become the driver you never were, with the Visto 47. The program will officially come to an end in 2018, but 47 customers will still be able to drive their cars with the support of Visto mechanics. The option for new customers to purchase used units is currently being considered.

  • Cup: 3.5l V8 - β850,000




1950s - 1970s

Oskar Visto, born 1929, was raised in Baxter, Southfort, which was part of the Prymont Republic. He grew fond of the local motor races that he viewed, and upon his eighteenth birthday, he applied for an interview at Kaldestad Racing Automobiles in Ostport. He was successful in getting the job, and after moving countries, worked at their factory on their race cars. Visto was a dedicated, exceptional engineer, and wanted to move up in the company to a higher position. However, Gunnar Kaldestad didn't want someone young and inexperienced in a position of power in his company, and refused him the promotion. In 1949, Visto left KRA on poor terms, but he refused to give up on his dream of running a successful car company. More importantly, he wanted to get back at KRA for hurting his career.

He moved back to the Prymont Republic and began working menial jobs, saving up money so he could build his own cars. In 1952, in a tiny garage in his back garden, Oskar released the Visto Mark I. The Mark I was designed initially as a trials car, but was also road legal. The chassis was very adaptable and could be fitted with a variety of engines, gearboxes, and electronics. As a result, Visto had created a kit car that was used for a variety of purposes. Over the years he had built a total of three. One was kept by himself, and the other two were sold to family friends who fitted the Mark I with custom equipment and took it racing. The Mark I was a successful racing car, and demand for it rose.

Visto hired a portion of a nearby factory using his savings, gave them the blueprints to the Mark I, and told them to make ten more. By the end of 1954 those ten had been produced, and were sold profitably. During 1954, Visto went back to the drawing board to work on his next project. The Mark II was Visto's first fully enclosed aerodynamic design. With an 85bhp engine, it was a powerful, slippery car, and set lap records at local circuits. The car went on to compete in highly competitive international races, in which it beat several big names from abroad. This is where Visto gained a reputation as a serious automotive manufacturer.

Using his race winnings, which at the time were quite substantial, Visto continued hiring the factory to produce more Mark I's while he worked on dedicated race cars. The Mark III, released in 1955, was an evolution of the Mark II. Approximately twenty were produced, with the majority being sold to private owners. While not inherently successful, the Mark III, like the Mark I, was a highly adaptable car and was used for a variety of racing categories. It was a popular machine, and boosted Visto's profits. The Mark IV was a further evolution of the Mark III. Released in 1956, it competed in various GT and endurance categories, notably finishing 7th on the world stage. 1956 also saw the release of the Mark V, which brought Visto to the formula racing scene. The car utilised a straight four 2.2l engine, and with a lightweight body, it was fairly competitive. Engineering advances for richer competitors meant that the Mark V wasn't overly successful in the top category, but in junior formulae it was a winning machine. 

In 1957 production of the Mark I ended, with around 80 cars being built in total. In came the Mark VI, one of Visto's most popular and globally recognised road legal vehicles ever. The Visto philosophy was low weight and simplicity, and after some clever design tricks, the car handled exceptionally. It became very popular at national club events, and is still sold today in kit car form in which the customer builds the car themselves. Between 1957 and 1973, over 3000 Mark VI's were sold.

Also in 1957, Visto released his third road car, the Mark VII. Using simple aerodynamics, the chassis was complimented by a 105bhp 1.2l straight four engine. A target of producing 1000 cars was given to the factory, of which Visto was employing more and more. The design, aided by carefully selected racing customers, was a simplistic yet beautiful one. It proved to be a successful Sunday driver car for public customers, while it was an incredibly successful challenger on the track. The racing variant won its class in the top endurance series six times, and across the globe the chassis was successful in national GT events. 

The following year saw the introduction of the Mark VIII, the successor to the GP racing Mark V. It sported a rolled Prymontian aluminium body over a spaceframe chassis, and used a 2.5l 4 cylinder engine in the front. It wasn't particularly successful in GP racing due to its unreliability, forcing Visto to look elsewhere for future designs. In 1959, KAP returned to a lighter design with the Mark IX. It used the same power train as its predecessor, and was somewhat successful during its racing years. However, it failed to score any podiums and was still plagued with unreliability. Also in 1959 came the Mark X, an endurance racer that suffered from even worse mechanical reliability and retired from all races it entered.

With the arrival of a new decade, Oskar Visto needed to up his game. Visto Cars wasn't earning enough money from race winnings to continue renting the factory, and their road cars weren't profitable enough to cover manufacturing costs on their own. Something had to give. The Mark XI, succeeding the Mark IX, was Visto's first mid-engined vehicle. The engine had been redesigned to improve reliability and a unique suspension design improved handling and reduced roll during corners. As a result, the Mark XI won two races in 1960, and was the start of the rise of Visto.

1961 brought the Mark XII, a direct successor to the Mark XI. It used a less powerful 1.5l 4 cylinder engine and disc brakes to improve braking performance. It only won one Grand Prix in 1961, but at least Visto remained at the front of the pack in the GP formula. With the racing department becoming more successful, road going cars were placed on the backburner in the Visto factory for a while. In 1962, the Mark XIII was released, a sports car competitor. It used the same engine as its GP brother, the Mark XIV, which was a technical downgrade compared to the Mark XII. It failed to win any races as it was eclipsed by its predecessor, and forced Visto to change their approach once again.

The Mark XV, brought into competition for 1963, was a revolutionary design. It was the first fully stressed monocoque chassis to compete in Grand Prix racing, and won a total of 14 races during its career. It also propelled Visto legend Tomas Brekke to the 1963 World Championship, with 7 race wins solely in that year. Because of his newfound success in the world of motor racing, Oskar Visto released the Abba in 1963. Released as a 2-door coupé and roadster, it was the first Visto roadcar to use a steel backbone chassis and a fibreglass body. It embodied Visto's minimal weight philosophy and was powered by a 1.5l twin cam 4 cylinder engine. It replaced the expensive to produce Mark VII. 

In 1964 the Mark XV only won three races, which wasn't enough to defend the championship. However, the Visto Abra graced the streets of Prymont in 1964, and is a globally recognised marquee of Visto. 1000 were produced in 1964 to homologate the chassis and allow the Abra to compete in racing cups. Brekke took up racing the Abra during free weekends, and the car was often seen with a front wheel in the air due to a hard-front, soft-rear suspension geometry. Brekke won the Prymontian Sports Car Championship with ease, and continued winning into 1965. The Abra only became more successful in 1966, and even won two rally events, before being retired at the end of the year.

The Mark XVI was released in 1965, to succeed the XV. It won 5 races by the hand of Tomas Brekke and eventually won the championship. The Mark XVII was also released in 1965 as an oval racer, and won several prestigious oval cups, also by the hand of Brekke. Visto were evolving into a name to be reckoned with - finally, Oskar was achieving his dreams.

In 1966, the Mark XVIII evolved the XVI. The competition had finally caught up and had produced lighter, more powerful cars. The XVIII was unreliable, heavy, and only won one race. However, the story of the year was the unfortunate death of Tomas Brekke. Brekke had proven to be one of the greatest racing drivers of all time. During the 1966 Andallan GP, Brekke's car developed a quick puncture from debris left by an incident from the lap before. Brekke span off the road, colliding with a tree at over 140mph and was killed instantly. 

Also in 1966 did Visto release the car that would replace the Abra and Abba - the Acoria. Utilising the mid-engined philosophy of GP racing, the Acoria was advertised as a GP car for the road. Approximately 9000 were made up to 1975, by when Visto could afford to outright buy the factory he'd been renting for so long. 

1967 saw the turning of the tides for Visto, who were so close to winning the championship with new driver Robin Berg at the wheel of the Mark XIX. It was the first Visto GP car to utilise front and rear wings, generating levels of downforce never seen before and introducing GP racing to a whole new world of quicker cornering speeds and drag. It also used the drivetrain as a stressed member, and did so exceptionally well; so well, that other teams copied their design to catch up. 

1968 was a very profitable year for Visto. With the XIX they won the GP World Championship, and with the XX the Oval Championship; both driven by Berg. The XX was a revolutionary four wheel drive, gas turbine powered car that produced copious amounts of power and traction. In 1969, Visto trailed a four wheel drive GP car, the Mark XXI. The car wasn't competitive, mainly due to its weight, and rarely finished a race. 

In 1970, Visto revolutionised the sport once again with their Mark XXII. It was the first formula car to feature inboard brakes, side mounted radiators in sidepods, and an overhead air intake. Reportedly, the car was initially difficult to drive with an innovative suspension geometry. The front had an anti-dive setup, which prevented the nose of the car dipping significantly under braking, and the rear had an anti-squat setup which prevented the rear of the car squatting down under acceleration. Once the drivers were acclimatised to this and small changes were made, the car was years ahead of its competition. In its first year of competition the car scored five wins, four of them in a row. Lead driver, Ola Woldseth, was killed in a testing incident with three races to go. Despite this, his championship lead was insurmountable and he was, and remains to this day, the sport's first posthumous champion.

In 1971, the team was busy recovering from the loss of star driver Woldseth, and were unable to win any races. However, in 1972, Variotan driver Patrique Jagesar was hired due to exceptional results in the lower formulae. Jagesar took the car to another five race wins, securing him his first championship. The following year, he won thrice, while teammate Philip Olsen won four races. Despite his higher win count, Olsen finished second in the championship to Jagesar. The car was retired at the end of 1973 to make way for a new competitor.

The Mark XXIII was considered a technological advancement over its predecessor. It featured modified aerodynamics, a lighter chassis, a longer wheelbase, and a narrower, lower monocoque. The car also featured a bi-plane rear wing to increase downforce and stability, and an electronically operated clutch to speed up gear changes. Unfortunately, the car was a reliability nightmare and only finished one race, in which Jagesar came home in fourth. Oskar Visto decided to revert to the XXII for 1975 until a new chassis could be introduced.

While 1975 was a redundant year for motor racing, it was a successful year for the company's road car interests. With the Acoria being retired, race winnings were used to develop two new successors. First came the Ana, a direct evolution of the Mark VII. It was a 2-door coupé sports car, driven by either a 2.0l or 2.2l straight four engine. It was well received for handling, grip, and fuel consumption, and approximately 1500 were produced. It would end production in 1982. The more prominent release of 1975 was the remarkable Azure. It was a mid-engine, rear wheel drive sports car, which weighed less than 1000kg. It was said to have exceptional handling, but was very under-powered, even more so in foreign markets in which the engine was detuned. The car rose to fame for its role in popular spy movies, in which it was used as a submersible hybrid, and then sported skis in the snow

With the XXII simply being a placeholder for 1975, Team Visto were unable to win any races and wrote off a disastrous two years. This hampered their capabilities for 1976, which was quickly denounced as another stop-gap year. The XXIV featured a slimmer, lighter monocoque, alongside revised aerodynamics, repositioned radiators to aid cooling, and conventional outboard brakes. Despite a slow start to the season, the car was deemed fourth-best on the grid, with Jagesar winning the final round of the season. However, this wasn't enough to retain the Variotan who had grown bored of being unable to fight for the championship and left the team.

1977 was yet another revolutionary year for Visto, and brought the company back into the spotlight. The XXV, driven by Philip Olsen and Giancarlo León, was the car that started the ground effect revolution. Essentially, the side skirts of the car were elongated to stretch to the ground. At higher speeds, this would pull the car closer to the ground, causing a vaccuum underneath the car and sucking it to the road. A stiff suspension was required to prevent the car from bobbing due to uneven road surfaces, which would cause the car to momentarily lose downforce and become extremely difficult to drive. The car could've been launched during 1976, but Visto didn't want the competition to see what they'd done and catch up, and so the car was released fresh in 1977. Olsen won four races and León one, taking Visto to second overall.

The XXVI would not be ready in time for the start of the 1978 season, and thus the XXV was still used. It won two races, one apiece for each driver, before being retired five races in. The XXVI took further advantage of the ground effect method by extending the rear bodywork to a point inside the rear wheels. This allowed the airflow to extend further back instead of ending abruptly before the rear wheels, evenly spacing the air out beneath the car and providing even more downforce than before. With the chassis strengthened in specific points to cope with the higher G-forces, Olsen went on to win five races and won the world championship. León also won another race in 1978, completing a 1-2 in the driver's championship.

1979 saw another downfall of Visto, which had become a regular occurrence now. The KAP Racing Team had introduced their dominant O61, which used a large fan at the rear of the car to suck the body to the ground better than the conventional ground effect could. The XXV hadn't been upgraded in a major way since 1978 and had since fallen behind the competition. Its successor, the Mark XXVI-B, was designed as a major evolution, but flopped massively. It was designed to take ground effect as far as possible. This involved starting the effect just behind the nose and continuing it through to behind the rear wheels. It had to be structurally more rigid than the XXV because of the stress this put on the components, but this would be negated by the insane levels of downforce the car would theoretically provide.
In reality, the XXVI was a disaster. Minor changes in the road surface, such as camber and kerbing, would wildly offset the pressure balance beneath the car and drastically reduce the downforce. This led to 'porpoising', in which the car lifted and squatted at different speeds, causing it to lurch violently through corners. Olsen persevered with the car for three races but León refused to drive it. Unfortunately, technological advancements made by competitors meant that the XXV wasn't a championship winning car anymore, and Visto had fallen behind once again.


1980s - 2000s

At the turn of the 80s, Visto Cars was a mixed bag. Their GP campaign had flopped recently with the failure of the XXVI, while their road car division was doing well with the Ana and Azure. Visto were contacted by now-defunct manufacturer Moonbeam, who wanted to bank on the company's previous rallying success with the Abra. Moonbeam had produced the Vortex, a supermini hatchback that was critically acclaimed for its handling and power delivery. Unfortunately, Moonbeam didn't have the facilities to further develop the Vortex, and collaborated with Visto to create a rallying variant. The Moonbeam Vortex Visto took on the rallying world in 1980, and was an immediate success. They won the Prymontian stage in 1980, and the following year, went on to win the entire championship. Moonbeam's sales were temporarily uplifted, but economic pressures led to the company folding at the end of the decade.
With the Ana nearing retirement and the Azure receiving facelifts and upgrades to remain a popular seller, profits were suitable for Visto. However, Oskar wanted to focus on racing, but it'd take a while for Team Visto to catch up.

Retaining their successful but demotivated line-up of Philip Olsen and Giancarlo León, Team Visto entered the new decade with the Mark XXVII.  With a reduced budget from a lack of winnings, the ground effect utilisation was basic. The car still generated lots of downforce, but it still suffered greatly from porpoising. León managed one podium in the chassis before leaving the team, and with Olsen retiring at the end of the season, Team Visto's future was bleak.

Budgeting restrictions meant that the XXVII had to be used for the first half of the 1981 season, and was driven by Prymontian Sverre Enger and Orionii rookie Edward Faulkner. Enger gave the car a third place finish in its last race before it was retired in favour of the Mark XXVIII. It was built out of carbon fibre and reinforced with kevlar sheets, rectifying the weakness issues that'd plagued the XXVII. Despite these improvements, the chassis was still heavy and was no significant improvement. It didn't score any podiums and only plunged Visto further down the pecking order.

1982 saw the retirement of the Ana, and in came the Abraxas, another direct evolution. Visually similar to the Azure, the Abraxas was generally congratulated on its newfound reliability and, of course, the historically perfect Visto handling. Back to Grand Prix racing, and Visto were still using the XXVIII due to the successor not being ready. It was only used in one race, in which both cars retired. Oskar knew that another revolution was required, and in came the Visto 29, introducing a new naming technique. The 29 went back to basics, using a flowing aerodynamic design with new components that were cheap and easy to maintain. A design study into composite materials brought about the decision to build the car fully from carbon fibre, and the team used carbon brakes to better the braking performance. The suspension was revolutionary, and used an on-board computer to decide ride height and stiffness. It was the first case of active suspension in GP racing, and led to the 29 being a particularly competitive car on faster circuits. Enger scored a podium early in the season, and Faulkner won a race in the latter stages, proving that Visto were back with a vengeance.

In 1983, the team debuted two new chassis due to financial issues preventing the team from rolling out both. Enger was given the 30, the last non-turbo Visto GP car until 1989. While Visto attempted to improve the active suspension, Enger lost confidence in the mechanism as it proved unreliable and slowed the car down. Meanwhile, Faulkner used the 31T, Visto's first turbo GP car. The car was fairly quick but incredibly unreliable due to the new turbo technology, and Faulkner only finished one race. Halfway through the season, the 32T was introduced for both drivers. As a direct evolution of the 31T, it would've made sense for Faulkner to feel more at home in the car. However, it was Enger who succeeded, scoring a podium near the end of the season. At the end of the year, 1983 was written off due to severe unreliability and the trialling of new concepts.

Despite a questionable 1983, Visto were able to retain Enger and Faulkner for 1984, which was a drastic improvement. Now that the team was accustomed to the turbo technology, the 33T was a much more reliable car. The car took two poles and six podiums, with Enger finishing 2nd once. The team finished third overall, and put Team Visto on the right path for the future. During 1984, Visto also developed a prototype for a return to oval racing, in the 34T. However, a lack of sponsorship interest and enthusiasm from the governing body meant that it didn't come to fruition.

A positive outlook for the 1985 season, with promising pre-season testing results, wasn't enough to keep Enger and Faulkner around. Both left for rival teams in the hopes of challenging for championships, leaving Visto searching yet again for new drivers. In came veteran St Francoisburg driver Davet Leroux, partnering the Great Burlington rookie Eddie Glover. The 35T was a simple design, using elements from the abandoned 34T project alongside an early form of bargeboards. The car took eight poles - seven for Glover, one for Leroux, and three wins, again balanced in Glover's favour. The team finished fourth overall, so clearly there was still work to be done.

In 1986, Leroux left for a rival team as he was being clearly outperformed by Glover. Glover had a new contract for '86 and insisted that he was the lead driver, and as a result, got to pick his teammate. Initially, Visto were going to re-sign León, but Glover wanted a teammate who he could easily outperform. In the end, Kris Clarke was signed, a relatively inexperienced driver with a disappointing junior record. The 36T was an evolution of the 35T, and three of the four chassis were assigned to Glover. The package also sported one of the most powerful turbo engines ever in GP racing, delivering in excess of 1000bhp with unrestricted boost in qualifying mode. A new six speed gearbox was also introduced, although Glover mandated that he use the conventional five-speed while Clarke tested the unreliable six-speed. Other innovations included a two-stage ride height adjustment technique, water injection through the intercoolers, and an advanced fuel consumption microcomputer. During the season, Glover won two races, scored eight podiums and poles, never finished outside of the top five, and only retired six times in sixteen races. Meanwhile, Clarke often failed to qualify or retired, and never finished on the podium. In the end, the 36T was worthy of 3rd in the championship.

1987 would be the last year that Glover would spend with the team, and would also be their last year of winning races. Visto took advantage of a new engine supplier for 1987, which mandated that their Iverican driver be given a place in the team. This kicked Clarke out, and also kicked out the team's main sponsor, who wanted Clarke to stay. Iago Estobedo was his replacement, and partnered Glover in driving the 37T. The 37T utilised a vastly improved version of the active suspension used recently by Visto, but added approximately 25kg of weight to the car and robbed the turbo of 5% of its output. The car was also aerodynamically compromised, although was one of the quickest competitors in a straight line. The car was difficult to set up, but still went on to win two races at the hands of Glover. Estobedo was slow but steady, and was ultimately no match for Glover, as intended. Once again, the team finished third overall, but 1987 was the start of the end for Team Visto in GP racing.

For 1988, Estobedo would be partnered by Prymontian driver Henrik Hartmann, who had been wildly successful in endurance racing. They would drive the 38T, the last turbo car Visto would produce. It would also be the last car overseen by Oskar Visto, who unfortunately passed away during the 1988 season and handed the company over to his son Hugo. The 38T wasn't fitted with active suspension, and lost lots of power due to the governing body restricting the turbo boost pressure. Despite his racing expertise, Hartmann was unable to score any wins or poles, although he did finish third thrice. The engine and components were reliable and Estobedo was improving, and despite their disadvantage Visto still finished 4th at the end of the year.

Visto retained their roster of Hartmann and Estobedo for 1989, but were steadily declining. The 39 used a naturally aspirated V8 customer engine, which was down on power. The chassis was redesigned to return to Visto's original lightweight philosophy, featuring a narrow monocoque that required a unique steering wheel. The best the car could achieve was a 4th at the hands of Hartmann, and failed to qualify on several instances. 15 points gathered throughout the season handed them 6th, and saw Team Visto slipping down the grid.

The arrival of the 90s saw Visto heading in a new direction. Hugo Visto spearheaded the company with a fresh mindset and expanded their racing horizon. A GT variant of the Azure was produced, the GTXR, which went on to win the championship. The manufacturer released a new road car for two years, the Arete. The Arete was a 177mph 4-door sports saloon, with exceptional handling and a lightweight body. However, this wasn't enough to salvage their GP operation.

1990 saw the release of the 40, a car that used an experimental V12. The car was bulky, heavy, and inefficient. Hartmann and Estobedo could only muster three points, enough to take the team to 8th overall, before both abandoned the team. Due to financial difficulties the team resorted to using the 40 again for 1991, with new drivers Thorsten Kastner and James Shaw. The team's primary sponsor left at the end of 1990 due to a lack of good results, leaving the car looking very plain. Despite Kastner and Shaw's inexperience, they gathered 3 points, but this time it was only enough for 9th. Kastner remained for 1992 while Shaw sought greener pastures, and was replaced by Francis Verreau. 

Team Visto had to continue using an upgraded version of the 40 for the first few races of 1992, while the 41 was still being worked on. Despite its age, the 40 was still a fairly useful car in 1992 and finished 6th twice. The 41 was introduced at the fifth race of 1992 and used a new V8. A competent active suspension was utilised and the car had a good aerodynamic concept, but was very costly. When it wasn't retiring it finished well, usually between 4th and 6th. It gathered 11 points and propelled the team to 5th, which was enough to retain Kastner and Verreau for 1993.

Meanwhile, Visto were venturing into 2 wheels for 1992 in an attempt to advertise to a new audience. They released the Visto Ultra Sports Bicycle, a revolutionary aerofoil cross-section frame made with a carbon composite monocoque. The bike set world records and won several international pursuits, propelling the Republic of Prymont to the forefront of international pursuit cycling. However, the bicycle was only used for 1992 before being retired.

Back to GP racing in 1993, Team Visto were still using the 41 to work on the 42 for 1994. Kastner was established as the team leader, finishing fourth three times and being the sole points scorer for the team. He collected 12 points, enough for Visto to secure 6th. Due to manufacturing mishaps and funding frustrations, the 41 was still used for several races in 1994, in which it failed to score any points. The new 42 used a V10, with sculptured sidepods and a shorter wheelbase. However, funds were drying up, debt was soaring and skilled workers were leaving for teams who could actually afford to pay them. At the end of 1994, Team Visto were forced to fold after accumulating zero points.  

1995 was a bland year for Visto. The entire 12 months were spent developing future projects for 1996 and beyond, and recovering from the financial disaster of 1994. First came the Addax, released in 1996 as a lightweight sportscar. 1996 also saw the release of the Azure GT1, a development of the GTXR. The GT1 initially started off well, winning its class and heavily outperforming its competitors, but quickly tapered off as Visto were unable to develop the car. 

The following year saw a GT1 variant of the Addax, but wasn't as successful as the Azure and suffered from catastrophic reliability issues. Visto were forced into hiding until the turn of the century.

Visto Cars kicked off the 21st century with a collaboration with neighbouring niche manufacturer Lepo. The Speedster, designed by Lepo and built by Visto, continued Visto's philosophy of a lightweight, mid-engined sportscar, and was fairly successful commercially. It was produced from 2001 to 2005, and a GTR variant was displayed in 2002. Unfortunately, it never entered production due to funding issues. 2002 also saw the release of the Team Visto 43, a box car designed to participate in the Argis Soapbox Challenge. On a 45 degree slope it was capable of 200mph, and is the fastest soapbox car ever produced.

2004 saw the retirement of the beloved Azure, and then in 2005 the Speedster. 2006 saw the introduction of the Atlas and Affine, the latter of which was designed as a relaxed sportscar. The Atlas stole the spotlight, and with only 456 Affine's being built, the model went into retirement in early 2010. The Anta was released in 2009 to boost profits for the following year, which was vital for Visto Cars.


2010s - Future

In 2010, Team Visto returned to Grand Prix racing with the Visto 44. The team had a healthy budget capable of producing a midfield car off the bat, due to generous sponsorship deals. However, their facilities were poorly utilised and drivers Felix Breivik and Dominique Goguen often propped up the rear of the field. 2011 was largely the same with the 45 and the same drivers. CEO Hugo Visto knew that something had to give in order to extract the team's full potential, and several key senior personnel were changed in time for the 2012 season.

Breivik and Goguen were both dropped for 2012, and in came returning champion Marco Baecker to partner rookie Lukas Sollien. The 46 featured a new livery thanks to a new sponsorship deal, but the team was now underfunded as their generous sponsors from the previous two years had bailed. Sollien proved to be a crash-prone driver, and received a race ban during the season after a particularly nasty first-corner pile-up. He was temporarily replaced by test driver Dino Hazekamp, who was no match for Baecker. The former champion took the 46 to a race win near the end of the season, proving that Team Visto were back in town.

Banking on their successful 2012 campaign, Visto Cars released the 47, a watered down GP car for private buyers to use at track days. It was overpriced and unpopular, and was the start of the final demise of Visto Cars. Back in GP racing, the 48 was successful immediately, winning the first race of the season. As the year progressed, the 48 remained competitive and finished on the podium a total of fourteen times. In the last two races, Baecker announced he hadn't been paid the entire year and was leaving the team. This was telling of Visto's financial situation, who drafted in Hazekamp for the two last races. 

The 49, debuting for the 2014 season full of new regulation changes, was a disaster. Lukas Sollien was joined by one of the worst drivers on the grid, Remo Toscani, who was only hired because of the enormous amount of money he brought with him through personal sponsorship. Throughout the season, Sollien collected eight points and Toscani two. The team was facing bankruptcy once again, which heavily affected Visto Cars in general.

KAP Group, the owners of Prymont's leading car manufacturer KAP Limited, stepped in to save the day. For an undisclosed amount they purchased Visto Cars, allowing Team Visto one final season in the formula racing scene. The 50, released for 2015, was driven by the same drivers as the previous year, and was slightly more successful. It reverted to a conventional design concept, and while the team were unable to bring any upgrades and were regularly chased by debt collectors, Sollien managed a 3rd place finish. Unfortunately, this wasn't enough to keep the team afloat and Team Visto withdrew from GP racing at the end of the year.

Nowadays, Visto Cars rely solely on income from the sales of the Addax, Atlas and Anta. Managed by KAP Group, their reliability has increased considerably thanks to the usage of KAP Limited parts, manufactured in Iverica, and several new models are rumoured to be on the horizon.


Edited by Prymont (see edit history)
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  • 4 months later...


Esé Automóviles is an @Iverican car manufacturer with origins dating back to the mid 1940s. Owned 70% by the Kaldestad Aamot Group and 30% by Iverican manufacturing giant Toledo Heavy Industries, Esé offers a cheaper alternative to the KAP range without lowering quality, comfort, or performance.
Founded by Marc Cerda in 1944, the company required the assistance of multiple Iverican banks to get off the ground and gain a foothold in the growing Iverican automotive industry. In the 1970s, Toledo purchased the company outright from Cerda, who had grown tired of the exhausting car industry and wished to retire to his vineyard. This investment led to Esé growing as a company, and the business eventually saw its rise in the 1980s with the release of brands that are today renowned globally for their great handling, sublime performance, friendly Iverican design, and welcoming comfort. In the early 1990s, KAP Ltd purchased 70% of the company to expand their reach within the industry as part of their global expansion plan, and has brought Esé with it to new heights.

Esé. Conducción innovadora.


Jeta [2011-]


The Jeta is Esé's smallest available product, and one of few Esé units that doesn't use a borrowed KAP chassis. The Jeta was designed to combat rising emission levels in Iverica's largest cities, and as such, offers a small engine with minimal emissions thanks to an innovative catalytic converter. In 2014, three years after its release, a wholly electric version was released, keeping in line with KAP's electric future vision. The small car is great for first-time buyers who are looking for a cheap-to-run, easily maintained, fun car, or for respected businessmen who work in cities with strict pollution regulations.
Due to the car's great standard handling model, a Trofeo model was released in 2015 for track days with an improved turbocharged engine.


  • i-Tech: 0.7l straight 2 - β11,000
  • i-Tech S: 1.0l straight 3 - β13,000
  • SR-Line: 1.0l straight 3 - β14,500
  • SR: 1.0l turbocharged straight 3 - β16,000
  • Trofeo: 1.2l turbocharged straight 3 - β19,000
  • e: 60kW 99 mile range battery - β24,000


Ligón [1984-]


Initially released in 1984, the Ligón is know one of the most popular cars in the world. Today, the supermini shares many internal components, such as the chassis and engine, with the KAP K1, but offers a larger body with a slightly extended wheelbase. Known for its superb handling and well-spaced interior, the Ligón remains an ever-popular car. Many young Argics have had the honour of learning to drive in the Ligón, and have since gone on to own one for themselves. The car also consistently ranks as one of the most reliable and easy to repair in the world, thanks to original Prymontian ingenuity partnered with inexpensive Iverican manufacturing. A fully electric model is due to be released in 2018, alongside the K1's emission-free offering.


  • i-Tech: 0.9l straight 2 - β12,000
  • i-Tech S: 1.0l straight 3 - β14,000
  • i-Tech X: 1.2l straight 3 - β15,000
  • SR: 1.4l straight 4 - β17,500
  • Trofeo: 1.4l turbocharged straight 4 - β19,500


Guaperas [1998-]


First introduced in 1998, the Guaperas has consistently fought with the Ligón for Esé's best seller. An unofficial flagship model, the Guaperas is known for its versatility - whether you have a small family or a racing itch, the Guaperas is the perfect car for you. The current mark, released in 2012, is based on an enhanced KAP K2 chassis, featuring more powerful engines and several body versions. In official polls, the Guaperas is regularly voted as the buyer's favourite Esé.


  • i-Tech 3 door: 1.2l straight 4 -  β18,000
  • i-Tech S 3 door: 1.4l straight 4 - β20,000
  • i-Tech S 5 door: 1.4l straight 4 - β22,000
  • i-Tech S Estate: 1.4l straight 4 - β25,000
  • i-Tech X 3 door: 1.6l straight 4 - β25,000
  • i-Tech X 5 door: 1.6l straight 4 - β27,000
  • SR 3 door: 2.0l straight 4 - β29,000
  • SR 5 door: 2.0l straight 4 - β31,000
  • SR Estate: 2.0l straight 4 - β33,500
  • Trofeo: 2.0l turbocharged straight 4 - β34,000
  • Trofeo R: 2.2l turbocharged straight 4 - β38,000


Toledo [1992-2018]


Named in honour of the company KAP purchased Esé from, the Toledo was the first model released as a joint venture in 1992. It currently shares a chassis with KAP's flagship K3, but offers a less extreme experience and is thus more suited for families wanting comfort and space over speed and power. Declining sales figures has meant that production of the Toledo is due to end in 2018, and it is unknown whether a direct successor will be released. 


  • i-Tech: 1.4l straight 4 - β25,500
  • i-Tech S: 1.4l straight 4 - β27,000
  • i-Tech X: 1.8l straight 4 - β30,000
  • SR: 2.0l straight 4 - β33,000


Copado [2017-]


The Copado joins the Jeta in not sharing a KAP platform, as it is the only mini SUV offered by the Kaldestad Aamot Group. Released in 2017, it is also one of the newest editions, and targets a market in between the Toledo and Vidorra models. While primarily used for daily driving with families requiring additional space, the Copado can be taken off-road to utilise its various environmental suspension settings; mud, dirt, gravel, and snow. A hybrid variant is expected shortly.


  • i-Tech: 1.0l straight 3 - β19,000
  • i-Tech X: 1.4l straight 4 - β23,000
  • SR: 1.6l turbocharged straight 4 - β27,000


Vidorra [2016-]


In all but body design, the Esé Vidorra is a KAP K6. Offering the same engine displacement options, the only differences are the unique Iverican styling and the cheaper materials used for the interior to provide an inexpensive alternative to the K6. However, with the Vidorra, Esé set the trend for KAP as opposed to the opposite, which is usually the case. Released in 2016, the Vidorra gauged market interest in a compact SUV and explored a market that the group had little experience in. The Vidorra was greatly received by critics and the public alike, and as such, paved way for the Copado, K6, and Chulo. A hybrid option was introduced in 2018.


  • i-Tech: 1.6l straight 4 - β24,000
  • i-Tech X: 1.8l straight 4 - β27,500
  • SR: 2.0l turbocharged straight 4 - β32,000
  • H: 2.0l hybrid straight 4 - β38,500


Chulo [2018-]


In a rare occurrence, KAP and Esé have released cars into the same market in the same year. The Chulo and upcoming K7 will compete with one another, while having identical chassis and engine options. Both will also offer the options of an eighth seat, advanced off-road capabilities, and state-of-the-art passenger luxuries. The large SUV market has remained untapped by KAG until now, and the expectations are high for the Chulo to succeed and pave the way for its big K7 brother.


  • i-Tech: 2.0l straight 4 - β36,000
  • i-Tech X: 2.2l straight 4 - β38,000
  • i-Tech X+: 2.5l turbocharged straight 4 - β42,000
  • SR: 2.6l twin turbocharged V6 - β50,000


Gordo [1996-]


The Gordo is the only MPV offered by the Kaldestad Aamot Group, and thus generally does not share any parts with other KAP models. The Gordo began as an experiment to enter the large MPV market in 1996, but was instantly successful and has remained a vital member of the Esé range since. It is a unique car in that the floor is flat, so the six rear passenger seats can be removed for generous storage space. Due to it's family-friendly nature, it is also the only current Esé model not to offer an SR-Line or better variant, which ensures the car can be enjoyed by all and is not overly expensive.


  • i-Tech: 1.4l straight 4 - β26,000
  • i-Tech S: 1.6l straight 4 - β28,500
  • i-Tech X: 1.8l turbocharged straight 4 - β31,500


Edited by Prymont (see edit history)
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