Confessions of an Automationeer, Part 17: GrandTouring.Com
While the UE4 version of Automation is being refined further, the previous Kee Engine version will remain in use for some time. As such, all community challenges continue to use it for now. To that end, CSR commenced its 47th installment, and in contrast to the previous round, which was all about building 2000 model year Kei cars for the Japanese market (itself the total opposite to the hulking great luxury SUVs featured in the round before that, in terms of both size and price), this latest challenge saw the entrants build fast, stylish and luxurious grand tourers in 1995, at a time when that particular sector was booming.
The cars had to be equipped with an automatic transmission, cost $55,000 with a 100% markup, and not be fitted with any parts that could not be mass-produced. With this in mind, I set about developing a suitable vehicle - and for the first time, I decided to adapt an existing model by creating a new trim. That car was the Albury Crusader II Touring, a plusher version of a wholly Australian-made two-seat sports car.
The Albury Crusader 5.7 Touring: For When You Have to Cross Continents Quickly And Comfortably
It was fitted with a more luxurious interior and a five-speed automatic gearbox (as stipulated by the rule set for this round), while the engine - a 5.7-litre pushrod V8 - was beefed up for improved reliability and performance. Revised suspension tuning - still with progressive springs and adaptive dampers, but nothing more complex than that - provided a more comfortable ride, while still retaining the sporty demeanor of other variants. Exterior changes were minimal: a more subdued metallic green exterior color, combined with a discreet lip spoiler on the rear, gave the car a more elegant appearance. Finally, additional quality points were used in certain trim components in an attempt to make the most of the budget I had to work with.
I chose the Crusader II out of respect for the brand's lore - before this round, Albury Motors had been represented only once in the history of CSR. To further justify my decision, I forewent the two test builds I made for this round - a hardtop coupe with an all-alloy quad-cam V8 and a convertible with a V12 - after realizing that they would be too heavy and unreliable to be as competitive as the Crusader could have been. The cost was, in fact, very similar in both cases, but otherwise it was not much of a concern.
With such a well-sorted package, it was no wonder that the Crusader passed the first round of cuts. However, anything with inadequate aesthetics, inappropriate mechanicals (such as a front-wheel drive configuration), or fitted with the wrong parts did not, especially if it looked and felt like it would be driven by a boy racer instead of a CEO. Also, cars which had been over budget, (in terms of cost, production units and/or engineering time) were immediately disqualified. One car was even rejected for being too fast, and another for looking too old! In fact, such were the demands of the customer that of the 27 cars submitted in CSR47, just 11 made the first cut; the Crusader was among them. From here on out, however, choosing a set of finalists, and eventually a winner, would be much more challenging.
Of the 11 finalists, one (the Wyvern) was immediately rejected for insufficient safety, leaving only ten cars. First to fall was the Crusader II, whose overhead-valve engine, though reliable, was simply outclassed by those found in other offerings. Next to go was the Erin Berlose, which simply had two more seats than was necessary. The Valiant, meanwhile, seemed to be a bit too fast for its own good. In addition to that, our client rejected the Sapphire and Eruption for excessive turbo lag - the boost came on too abruptly in both of these cars.
That left just five cars to consider. Of these, the first one to be cut was the Fleming Six, which felt rather dated - a deal-breaker for a man who prides himself on modernity. Surprisingly, the Spada 42 finished fourth; only the potential reliability concerns of its active suspension, and its bland styling, kept it from finishing any higher. Finally, the Ryujin and Vengeance were quickly dismissed for being too far under budget and having unusual styling, to say the least. And so, after a long, drawn-out process of elimination, there was only one car standing - the GBF Bellisa, whose quality, styling, and performance were all head and shoulders above the rest.
Of the 11 finalists, one (the Wyvern) was immediately rejected for insufficient safety, leaving only ten cars. First to fall was the Crusader II, whose overhead-valve engine, though reliable, was simply outclassed by those found in other offerings. Next to go was the Erin Berlose, which simply had two more seats than was necessary. The Valiant, meanwhile, seemed to be a bit too fast for its own good. In addition to that, our client rejected the Sapphire and Eruption for excessive turbo lag - the boost came on too abruptly in both of these cars.
That left just five cars to consider. Of these, the first one to be cut was the Fleming Six, which felt rather dated - a deal-breaker for a man who prides himself on modernity. Surprisingly, the Spada 42 finished fourth; only the potential reliability concerns of its active suspension, and its bland styling, kept it from finishing any higher. Finally, the Ryujin and Vengeance were quickly dismissed for being too far under budget and having unusual styling, to say the least. And so, after a long, drawn-out process of elimination, there was only one car standing - the GBF Bellisa, whose quality, styling, and performance were all head and shoulders above the rest.
The GBF Bellisa, winner of CSR47. Belissima!
With the quest to find the definitive grand tourer of the 90s now over, it was time for me to relax... and make plans for the next round. What, then, will it be like? That's a question to be answered in a subsequent post.
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