Confessions of an Automationeer, Part 273: Jekyll and Hyde

Confessions of an Automationeer, Part 273: Jekyll and Hyde

Creating a hardcore track-focused variant of the all-alloy Loryx Lynx (whose larger, all-steel alternate universe self turned out to be too heavy for the task, but not by as much as you'd think) might have seemed like a no-brainer, but given that the donor car was already quite light due to its all-aluminum construction, I had to make the engine lighter. To that end, it received individual throttle bodies and a high-flow exhaust with longer tubular headers, a high-flow catalytic converter, and a pair of straight-through mufflers, thus yielding 425 horsepower and 380 foot-pounds of torque - 50 and 30 more, respectively, than the base model. In addition, the redline was now 500 rpm higher, thanks to lighter forged internals. An increased compression ratio and cam profile also helped, but it still produced the bulk of its torque in the middle of the rev range, which kept it highly tractable even at lower speeds.

All this power would've been useless without some chassis tweaks to more easily harness it. This included lowered, stiffened suspension (without sacrificing too much comfort, even with a ride height 15mm lower), larger wheels and brakes (18 inches front and rear for the former, and a 1-inch increase in diameter for the latter, with more aggressive pads to boot), and a staggered tire fitment in place of the square fitment of the base model (245/40ZR18 up front and 285/35ZR18 at the rear, instead of 245/45ZR17 at both axles). Further weight savings were achieved with the use of a lightweight sports interior in place of the premium fittings of the donor car. Finally, downforce levels were increased and a few extra air intakes were placed up front for better cooling - a necessity for prolonged track driving or even fast road use.

The resulting car demands more respect from its driver compared to the standard version, but is even more rewarding when driven on (or closer to) the limit, especially on track. Its more uncompromising nature is reflected in a 0-60 mph time that's at least 0.2 seconds faster, with 5-6 mph of extra top speed. It also has even more grip and braking power (both of which are as useful on the road as they are at the track), but is less well-suited to being an everyday proposition as a result. It does, however, retain enough space for a roll cage if the owner wishes to fit one.

Above, from top: Trading some of the base model's creature comforts (and 80kg of its weight) for 50 extra horsepower and a more track-focused suspension, brakes, and wheel/tire fitment has made the '95 Loryx Lynx 5.0 GTS (solid blue) even more focused than the GT - but it's still a looker from every angle.

In short, it may not be for everyone, but those who prefer something more focused would be better served by the sharper GTS than the regular GT, which was no slouch itself. However, the GTS has an easier time leveraging its performance-oriented aesthetics, marketing and focus to deliver a take-no-prisoners driving experience for anyone who can handle its more race-bred performance and feel.

Confessions of an Automationeer, Part 272: A Fiercer Feline

Confessions of an Automationeer, Part 272: A Fiercer Feline

Seeing as this post will be released on Halloween, I have decided to describe a more extreme (and scarier) version of the long-tailed, all-steel Loryx Lynx GT shown in the previous post, this time bearing the LM suffix. Here it is:

Above, from top: Turning the Loryx Lynx (in its definitive all-steel, long-tailed guise) into a fierce track monster didn't just involve fitting a more highly tuned engine, lower and stiffer suspension, wider tires/wheels, and bigger brakes - I had to cut out a lot of weight (almost 200kg of it, in fact) and crank up the downforce as much as possible, with subtle but distinct exterior changes (and an all-Alcantara/carbon-fiber interior) to reflect this.

The end result is no longer a grand tourer with a secondary role of being a sports car; instead, it's an uncompromising out-and-out supercar, with 480 horsepower and 400 pound-feet of torque (up 105 and 50, respectively, on the original) thanks to individual throttle bodies, lightweight internals, long-tube headers, straight-through mufflers, high-flow catalytic converters, and individual throttle bodies breathing through high-performance intakes. This cuts 0.4 seconds from the 0-60 mph time (4.3 vs. 4.7 seconds) and adds 13 mph (196 vs. 183 mph) to its top speed.

It handles a lot better and stops much sooner, too, thanks to wider tires/wheels (265/40ZR18 front and 305/35ZR18 rear) and brake discs that are an inch larger in diameter at both axles. In addition, the spring/damper and anti-roll bar stiffness have been increased accordingly, and the ride height is 10mm lower. The trade-off for such uncompromising body control, however, is a stiffer ride, but this isn't a problem for its intended demographic, which would rather have preferred a more visceral experience in place of the gentler, more cossetting one found in the donor car. They'll also have had to pay a lot more for the privilege ($60,000 AMU - a 50% increase over the stock variant) - but at least they would've gotten their money's worth.

In short, the Lynx LM would've been a textbook example of an aftermarket package done right - one that takes no prisoners and requires a lot more skill and bravery to extract its full potential (lest you get bitten - hard!), but better equipped to face actual supercars from the era. It may not be for the faint of heart, but it's much more rewarding for those who can handle it.

Confessions of an Automationeer, Part 271: A More Realistic Lynx

Confessions of an Automationeer, Part 271: A More Realistic Lynx

After testing multiple proposals for the Loryx Lynx, I came to the conclusion that the stubby, short-tailed, and aluminum-bodied original design, as innovative and light as it was, wouldn't quite be as realistic of a production proposition in the real world as I thought it would. So, I cloned the long-tailed, long-nosed version of it, gave it all-steel construction (high-strength steel for the chassis with treated outer panels), and downgraded to the premium interior/sound system and square-fitment 245mm-wide tires (with 17-inch forged wheels) found in the original, to get the best of both worlds. In addition, I reverted to the 375-horsepower version of the Lynx's V8 and tweaked the mechanicals accordingly. Finally, I dialed back the quality usage slightly to cut the price to a more affordable $40,000 AMU instead of the $50k or even $60k that some proposals had. The resulting car not only had a shorter engineering time (at 110 compared to the 120 or more found in the other proposals), but had lower service and production unit costs.

Above, from top: In scaling back the price of the Loryx Lynx to $40,000 AMU, I had to make some compromises, but not too many of them - and they weren't as detrimental as I'd feared. The long-tailed, long-nosed, Coke-bottle notchback proposal actually looks even better than the shorter fastback original - especially with widened fenders to allow for a wider track.

This larger (4.61m long by 1.87m wide) and heavier (1500kg) body, despite (or due to) its longer overhangs, would've been even more suitable for production - and functional, too, considering that a longer body is more aerodynamically efficient than a shorter one, assuming everything else stays the same. It's also more practical, since the long-tailed version has a larger, more capacious trunk. Finally, its revised proportions (especially in side profile) remind me of the now-obsolete Morton Kestrel that I made as my first car in any UE4 Automation game build (4.17, if you're wondering - we're on 4.27 now, and nothing from earlier UE4 releases can be carried over into that one), or rather, a predecessor to it.

Above, from top: It was inevitable that the premium interior of the original Lynx had to be retained virtually as-is on this cheaper, more realistic build, rear luggage parcel shelf and all.

In short, while not quite as capable or prestigious as any of my earlier proposals for the Loryx Lynx, this more affordable version almost matches them for pure performance, and is a far more realistic and affordable production proposition - while still retaining the elegance and comfort the Lynx is known for. However, the short-tailed version is too good for me to let go of, and I could use its proportions for a limited-run coachbuilt special based on the Lynx, if I indeed feel like making such a thing.

Confessions of an Automationeer, Part 270: A Matter of Proportions

Confessions of an Automationeer, Part 270: A Matter of Proportions

With the Loryx Lynx's design and engineering finalized, I decided to compare it with my only other fully detailed 3D roof fixture build, the Trieste GT from an aesthetic standpoint - specifically, their proportions.

Above, from top: A side-by-side comparison of the Loryx Lynx and Trieste GT from three angles (side, front, and rear, respectively).

Glancing at both designs from the side, their short-tailed, long-nosed profiles (which resemble fastback coupes from the side, although they are still notchback coupes in-game, rather than liftbacks) are exactly what big, powerful front-engined, rear-drive sports cars and grand tourers need. However, the Lynx is 8cm shorter than the Trieste (4.45m vs. 4.53m), mainly due to the former having its front and rear overhang morphing zones at their shortest settings (as far inward as possible), with both the upper and lower front bumper morphing zones at 50% of their respective maximum lengths. The Trieste GT, on the other hand, has a wheelbase that is 16cm longer, and front and rear overhangs at their longest settings (as far outward as possible), but is considerably wider (around 10-12cm), due to its body width morphing zone being given the widest possible setting.

A closer inspection at their underlying body sets reveals that while the '96 Kompact (which underpins the Trieste GT) has a wider track (thus allowing for the fitment of wider tires at both axles) and shorter overhangs (yielding less weight and more drivability), the '92 Evade (on which the Loryx Lynx is based) has a wider engine bay. This gives the Kompact a squarer footprint compared to a similarly sized Evade. Also, the latter has fewer body types than the former, but I've been perfectly content with those, whereas the plethora of body styles on the Kompact can be confusing at first. Finally, the Evade, unlike the Kompact, has additional variants besides 2-door sports cars in various sizes; it has sedan, wagon, and even minivan variants in a multitude of wheelbases (none of which are shared with the sports car variants).

To conclude this post, here's what the original Lynx looks like compared to a long-tailed, wide-bodied version of itself:

Above, from top: A long-tailed Loryx Lynx wouldn't just have been longer, but also wider (if its front and rear fender morphing zones were at their widest settings), and would've lost its pert, fastback profile in favor of a longer-nosed notchback one that, in some ways, would've been even more graceful and aerodynamically efficient - but at the expense of being heavier, with a larger footprint and higher polar moment of inertia, although it would've also allowed for more storage space at the rear.

In short, with or without lengthened overhangs and/or widened fenders, the Lynx represents a refinement of my skills in combining fully detailed interiors with 3D roof fixtures - it took me dozens of attempts to get right, but it was even more rewarding than with the Trieste GT that represented my first foray into this Automation design technique. In fact, the short- and long-tailed proposals for it have left me with a dilemma as to which one(s) I should canonize - one possibility is to make the long-tailed version the base model and have the short-tailed one form the basis of a coachbuilt special, or vice versa. Either option would be preferable to keeping only one design while rejecting the other.

Confessions of an Automationeer, Part 269: A Lazier Lynx

Confessions of an Automationeer, Part 269: A Lazier Lynx

Having added Beam cameras to the full-fat, all-steel, 450-horsepower version of the Loryx Lynx, I decided to create a lesser trim of it, with a more luxury-orientated focus. To that end, I swapped the individual throttle bodies and long-tube headers of that variant's engine with a compact single-throttle intake and compact cast-iron headers, as well as a shortened stroke for 4.0 liters instead of 5.0 as had been previously used. Also, to ensure its positioning as a grand tourer, I fitted a 5-speed advanced automatic transmission and viscous LSD in place of the 6-speed manual gearbox and helical LSD I'd fitted previously. Finally, along with higher-profile medium-compound tires surrounding smaller cast-alloy wheels (with a profile of 225/50ZR17 at each axle for the former) the brakes and suspension were softened up (smaller single-piston discs for the former, milder spring/damper and anti-roll bar rates for the latter, along with adaptive dampers and air springs for the latter), and a 2+2 interior was fitted to capture the highly lucrative Grand Touring demographic.

Above, from top: If the all-steel alternate-universe Loryx Lynx 5.0 GTS was derived from a softer base model, I would've based it on this, the GT 4.0 - except I made this 2+2 after the harder-edged two-seater variant, rather than vice versa.

The end result is more of a luxury coupe with sportiness on the side, rather than vice versa as the 5.0 was, but it can still reach 60 mph from a dead stop in 5.8 seconds and top out at over 165 mph given enough room. Even so, its softer side is dominant in this trim level, so it may not take as kindly to being pushed too hard. On the other hand, it's better suited to daily use, and would be more in its element when driven gently over road trips spanning hundreds or even thousands of miles. Apart from narrower fenders due to not being as dependent on a widened track for stability, however, exterior changes are minimal, amounting to different badging, a different scoop fixture, and a single exhaust pipe instead of a pair on each side.

In short, this hypothetical softer base model may be a gentler proposition (on the eye and the senses) than the flagship, but it's still capable of drawing a crowd for all the right reasons. Also, both it and the 5.0 have a pair of hidden Beam export cameras - a handy tool for BeamNG testing if necessary.

Confessions of an Automationeer, Part 268: A Fatter Cat

Confessions of an Automationeer, Part 268: A Fatter Cat

Right from the outset, I wondered what the Loryx Lynx (the subject of my previous post) would've ended up as if it had been a heavier, larger, and more powerful car, with a more luxurious interior incorporating a higher-end sound system for its time. To that end, I cloned the donor car and increased horsepower by 20%, and tweaked the drivetrain, suspension, and brakes accordingly. Specifically, the brake discs (gripped by an identical number of pistons as before, but with more aggressive pads) were an inch wider in diameter at both axles, while wider, lower-profile tires (265/40ZR18 front, 305/35ZR18 rear) were fitted on a widened track along with 18-inch forged wheels - a fitment facilitated by widening the lower side bodywork and front/rear fenders as much as possible. In addition, the suspension now has stiffer damping and spring rates along with thicker anti-roll bars for better body control at the limit. On top of this, I added a more aggressive rear axle ratio and used as much downforce as I could without using an aerodynamic undertray.

Most significantly of all, however, the entire body and chassis were made of treated and high-strength steel, respectively. This increased occupant safety but also pushed up the resulting car into the middleweight class, at 1500 kilograms instead of 1285 kilograms. In fairness, however, some of this was the result of increasing safety quality and fitting a luxury interior/CD stereo sound system, trading some reliability for even more comfort and prestige. To meet the higher self-imposed budget cap of $60,000 AMU, I pushed the engine further aft to its rearmost possible position (improving traction and agility) and added some quality points where it mattered most. Finally, I lengthened the front and rear overhangs by pushing the rear end and upper/lower front bumper morphs as far outward as the body set allowed - not just for aesthetics (to improve the proportions in a side view), but also for aerodynamics.

Above, from top: In conjunction with a larger, heavier, all-steel body/chassis (4.6m long by 1.87m wide), this alternate proposal for the Loryx Lynx carries a more luxurious (and detailed!) interior, along with a more powerful engine to move it along, and beefed-up running gear to keep it under control.

Predictably, performance is decidedly superior to that of the donor car (192mph top speed, 0-60 mph in 4.3 seconds or less) - although, in fairness, this was an inevitability given this version's harder-edged nature in contrast of the more easygoing feel of the original. I also made the interior more detailed by adding a few more interior fixtures (to simulate a rear parcel shelf for additional luggage space) and stretched the 3D roof fixture (inherited from the original all-alloy build) vertically by a small amount, again ensuring a more realistically proportioned car. The end result is aesthetically more cohesive - so much so, in fact, that I could retrofit these aesthetic enhancements to the original version (and indeed, I did just that).

In short, this all-steel alternate history version of the Loryx Lynx may not be as lithe as the smaller, all-alloy original, but it's much more aggressive, and better equipped to handle even senior-league supercars of the era, while also being even more of a looker inside and out.

Confessions of an Automationeer, Part 267: Learning (and Taming) the Lynx

Confessions of an Automationeer, Part 267: Learning (and Taming) the Lynx

After finishing the HPG HL1, I turned my attention to something else - and this time, I turned the clock forward by 20 years, from 1975 to 1995. It couldn't, however, have been more different from the HL1 in that it was front-engined, rear-drive, and built on an all-aluminum unitary platform instead of a fiberglass-clad steel spaceframe. Its engine also has double the cylinder count, nearly four times as much power, over three-and-a-half times more torque, and more than three times as much displacement. And its transmission has 50% more gears to boot - the fact that it's hooked up to a helical limited-slip differential instead of one filled with a clutch pack or a viscous coupling also helps.

Yet even with having advanced safety equipment and a premium interior/sound system (complete with an AM/FM radio and a CD + cassette tape player), the use of an all-alloy body/chassis results in a kerb weight of 1,285 kilograms - a little over two-thirds more than the HL1. It could've been worse, though: earlier test mules, with their fully (or mainly) steel bodies and chassis, weighed exactly 1.5 metric tons - half as much again as the diminutive HL1. The Lynx, by comparison, is a much larger car (4.5m long by 1.84m wide on a 2.53m wheelbase for the Lynx, compared to 3.65 long by 1.73m wide over a 2.15m wheelbase for the HL1), although it's still small enough for most roads, with appropriately short overhangs. Even so, the sheer amount of technology and standard equipment required for this build resuted in an all-up inflation-adjusted price of $50,000 - more than twice that of the HL1.

Above, from top: Light, agile, and seductively curvaceous, the all-aluminum Loryx Lynx combines performance, comfort, and presence in a highly tempting package.

Where the Lynx differs most from the HL1 is in its aesthetics. Instead of a crystalline overall shape that is reminiscent of a wedge dominated by straight lines, the Lynx has a more curvaceous profile dominated by ellipses (mainly in the light clusters, grille, and side profile) lending it a more organic, animalistic feel (which is most evident in its rounded rear end and low snout), hence the name - mainly due to the use of the FER_612 variant of the SHD 00s Euro Coupe 3D roof fixture mod in place of the stock turret and glasshouse, both of which had to be hidden to accommodate said fixture.

Equally fittingly, its performance is class-leading by contemporary standards (0-60 mph in 4.5 seconds, 185 mph top speed), but this is merely a consequence of its clever engineering. This also applies to its relatively softly sprung suspension (dual wishbones up front with a multilink rear), with commensurately mild damping rates. Combined with unusually thick tire sidewalls (on 245/45ZR17 tires with a 101 load index rating) and modestly-sized 17-inch forged alloy wheels with large vented disc brakes behind them, the end result not only stops and turns on a dime, but breathes with the road instead of battering it into submission, much like the HL1 did - but in a higher-end and more cutthroat segment.

In short, the Lynx took a lot of trial and error to get just right, especially in terms of exterior aesthetics and engineering, but I was eventually able to settle on a design that fulfilled every requirement of my self-imposed brief.

Update (3:00 pm, UTC+7): I retrofitted the aesthetic changes I made to my alternate-universe all-steel version of the Lynx to this all-aluminum build, and got this result:

Above: In making the original Lynx more like its alternate-universe counterpart, I ended up with a tauter, leaner car (now with a fastback side profile) for all practical purposes - but without changing the ethos of the build.

The resulting car also weighed 5kg less due to a shorter nose, thus improving drivability - but the core values of the original Lynx (a light and modestly sized car with ample performance and comfort) remain unaffected.

Update #2 (11:40 pm, UTC + 7, October 31st, 2026): Somehow, I remained skeptical of the fastback design on this proposal, so I slightly compressed the 3D roof fixture longitudinally (while leaving its width and height as they were) to make sure it didn't look too much like a hatchback, thus yielding this result:

Above, from top: Pushing the base of the C-pillar further forward has given this smaller, all-alloy Lynx proposal more favorable proportions, with more pronounced rear haunches and a more obvious notchback side profile due to the taller ducktail spoiler, thus making it look and feel much less awkward than expected - mainly due to having less visual bulk at the rear.

Although this change necessitated placing an arc-shaped body molding fixture each at the base of the front windscreen and rear window to cover the gaps in the stock bodywork left behind by the shorter turret, the car's size, mass, and price all remain unchanged. However, the weight distribution is now slightly further aft (49.5% front/50.5% rear), thus providing more traction over the driven rear axle, while also improving agility when cornering. In addition, the brake pads have been softened slightly, and the suspension made slightly firmer for a slight reduction in body roll, making it less floaty and more planted in the corners than it once was.

Update #3 (10:30pm, November 1st, 2026, UTC+7): Further compression of the 3D roof fixture (to 0.9x, or 90%, of its default length), combined with adjustment of some of the surrounding patchwork fixtures' scaling and positioning, yielded a more obvious notchback profile, as shown below.

Above, from top: Pushing the base of the C-pillar further forward made the short-tailed, all-alloy Lynx proposal even more of a notchback than before, to the point that I can finally explicitly describe it as such, as opposed to the fastback/liftback side profile in earlier revisions.

This is more in keeping with the actual in-game classification of the sports car variants of the '92 Evade as notchback coupes or convertibles, since there are no explicit fastback or liftback body styles available for those body sets in any size.