Editing AMCA Automotive Corporation (section)

==Production==
[[File:AMCAVictoire.jpg|250px|thumb|right|An AMCA Victoire.]]
The first AMCA model to enter mass production was 1922's AMCA 22, followed by the AMCA 24 two years later, available primarily to the wealthy and to government officials. The [[Brissac War]] (1925-1926) stalled the development of consumer automobiles, with AMCA factories transitioning to the production of military trucks, such as the AMCA Josette (named for the [[Josette|Laeralian national symbol]]) which was later produced for the civilian market as a commercial or agricultural vehicle. 

During [[Réne Gramont|President Gramont's]] 1930 visit to the AMCA factory in Loiraine, he called for a "car for all Laeralians," which was to be met by the production of the 1931 AMCA Victoire, a six-cylinder four-door sedan available to the general public for under 1200 Marks, making it affordable to the upper-middle class. Reliable and relatively inexpensive, the AMCA Victoire was Laeral's first car to achieve broad consumer appeal. Its name commemorated Laeral's victory over [[Libertas Omnium Maximus|LOM]] in the [[Brissac War]]. AMCA's "jewel" line of performance-focused upscale cars, including the Saphir (1936) and Diamant (1940) were aimed at Laeral's growing upper class, while the Pégase (1942) was the successor to the AMCA Josette. 

It was the 1946 AMCA Nationale which truly made the company's mark on Laeralian history. A reliable, affordable family car, the Nationale ultimately sold over three million units, becoming ubiquitous in Laeral's cities and towns. Available in a variety of colors and with luxury add-on features including plush seats and in-car radios, the Nationale appealed highly to the growing professional class, yet was also affordable for middle-class families. The Nationale line was expanded through the 1950s and early 1960s, and later-model Nationales remained on the road through the 1990s. 

After the success of the AMCA Nationale, however, AMCA vehicles began to fall behind their competitors in performance and features, as the liberalization of the Laeralian economy exposed the company to competition from companies such as [[Bailey Automotive Works]]. Adding to the company's woes was the departure of nearly its entire design team in 1966 due to contractual issues, and the [[Great War]] limited the availability of resources for manufacture. AMCA lagged behind its competitors in providing the advanced features consumers demanded; powered windows, for instance, were not standard on AMCA cars until 1985. [[File:AMCANova.jpg|250px|thumb|right|A 2016 Nova HC90.]] The departure of Qinlao Motors as an independent company in 1971 meant the loss of AMCA's line of trucks, leaving the company dependent on revenue from smaller-margin sales of passenger cars. The AMCA Troubadour was plagued by mechanical issues, and the similarly ill-fated AMCA Cavalier (1970) became infamous for its tendency to lose control at high speeds. The final model produced by AMCA prior to its privatization was the AMCA Champion (1975), a compact car considered a commercial failure. 
[[File:AmcaCatalys6.png|250px|thumb|left|The 2024 Catalys 6, Amca's most advanced premium electric SUV.]]
The privatization of AMCA in the 1980s meant the appointment of Arnaud Dupuis as CEO, who during his nearly two-decade tenure at the helm of Amca distanced the firm from its reputation for stodginess and inferior quality. The firm's rebranding as "Amca" coincided with the launch of the venerable Nova series compact car in 1984, which continues to be produced to this day. The Amca Renaissance series of crossover SUVs was launched in 1992, and continued until 2014. The Polarité series of midsize sedans, first introduced in 2007, also produced strong sales. In 2015, Amca first ventured into the electric vehicle market with the Amca Catalys.