Confessions of an Automationeer, Part 104: Engine Configurations Revisited

Confessions of an Automationeer, Part 104: Engine Configurations Revisited

As of LCV 4.1.17, Automation currently allows players to select from one of 12 engine configurations. Some of these are inline configurations, where the cylinders are placed in a straight line; others are V configurations, where the cylinders are arranged in two banks forming a V-shape when viewed from the longitudinal axis. There are also flat configurations, in which the cylinders are positioned such that they face outwards and move in opposite directions to those on the opposite bank. Here is a brief refresher on each of them.

• Inline 3: The cheapest, smallest, lightest and roughest of all the configurations, it cannot make much power, but is ideal for small and cheap economy cars. This is also the only option for which turbocharging was never implemented during the Kee engine era.
• Inline 4: A bit larger, smoother, heavier and more expensive than an inline 3, but more powerful. Its low cost makes it a worthwhile option for many mass-market cars.
• Inline 5: Longer than an inline-4 but shorter than an inline-6, and falling halfway between the two in all aspects, this configuration was added in the transition to UE4. It is available from 1970 onwards.
• Inline 6: The longest inline engine configuration, and the most prestigious one of its kind. It is better suited to turbocharging than any other, since the single turbo receives exhaust gases from six cylinders (although twin-turbo setups for this layout have not been implemented yet).
• V6: A compact layout that is not as smooth as an inline-6, and is more expensive to develop, but takes up less longitudinal space, making it ideal for smaller engine bays. It can have either a 60- or 90-degree bank angle, with the latter being wider and less smooth but having a lower center of gravity, and is more easily developed if you have familiarity with a 90-degree V8 (see below).
• V8: A large, expensive and prestigious layout smoother than a V6 (but not to the same extent as an inline-6). It, too, can have a 60- or 90-degree bank angle, and if you choose the latter, you have the option of fitting a flat-plane crankshaft, which sacrifices smoothness for high-end power.
• V10: Sandwiched between the V8 and V12 in all aspects, this configuration is unlocked from 1985 onwards, and can only have a 90-degree bank angle. It is commonly used for applications where a V12 is too large and a V8 is not prestigious enough. As with the inline-5, this configuration was not present in the Kee era, but was introduced in the UE4 version.
• V12: Even smoother and more prestigious than a V10, but also larger, more expensive, and heavier, this is a configuration most often found in high-priced luxury cars and supercars, and can only have a 60-degree bank angle. It is also the most expensive configuration you can use unless you have an early access key for the V16 engine (see below).
• V16: The largest, heaviest, smoothest and most prestigious configuration available, and even then, only if you have the early access key to unlock it. Due to its extreme size, there are few bodies that are physically capable of accommodating it.
• Flat-4: A horizontally opposed engine with 4 cylinders. It has a lower center of gravity than an inline-4, but is the worst choice for turbocharging because each turbocharger only receives exhaust gases from two cylinders.
• Flat-6: Similar to a flat-four, but with three cylinders per bank instead of two, and is therefore more suitable for turbocharging (though not as much as an inline-6). It is more expensive than a flat-4, but smoother.

There are other engine configurations in real life, of course, but since the above 12 layouts are the only ones present in Automation as of LCV 4.1.17, I have only chosen to cover those in this summary.

Confessions of an Automationeer, Part 103: A New Guide to Chassis and Suspension Types

Confessions of an Automationeer, Part 103: A New Guide to Chassis, Engine Placement, and Suspension Types

Having already explained the various body and chassis materials used in Automation, I shall now elaborate on the chassis, engine placement and suspension types available in the game. Considering that the fan-made guide on the Automation forums was abandoned long ago, I felt that I would like to pick up right from where it left off. To start off with, here is a list of chassis types as of the most recent build (LCV 4.1.17).

List of Chassis Types in Automation

• Ladder: This consists of a rectangular frame shaped like a ladder, to which the bodywork is attached. It is the cheapest option by far; however, it provides less safety and rigidity than any other type, and is also the heaviest option available. Moreover, it cannot be made of anything other than steel. Nevertheless, its oversized nature makes it durable and well-suited to off-road applications.
• Monocoque: Utilizing a superstructure shaped like the car it is built on, and to which the panels are attached, this is the most commonly used chassis for modern cars. Although it requires a larger factory and is more complex, expensive and difficult to develop than an equivalent ladder frame, it is lighter, stiffer and safer than any other chassis type, and is compatible with any material. In fact, this is the only kind of chassis that can be made out of carbon fiber, albeit at immense cost.
• Space frame: Consisting of a network of tubes that vaguely resembles the car's shape, it is lighter and stiffer than a ladder frame, though not to the same extent as a monocoque. It also requires a smaller factory, although it is more expensive to build and develop, and must be made of either regular or galvanized steel. As such, it is commonly found on low-volume sports cars, especially in the earlier years.
• Semi-space frame: A novel kind of chassis which combines a unitary passenger compartment with front and rear space frames. It is easier to build than a pure monocoque, though not as light or rigid. It can only be made from aluminum and is not available until 2001, effectively limiting its use to high-end modern cars.
• Light truck monocoque: Combining a unitary passenger compartment with a ladder frame for the cargo area, this is a compromise between the durability of a ladder frame and the superior safety and lightness of a true monocoque. This makes it well-suited to light-duty trucks.

Next is a list of engine placement options.

• Front transverse: This places the engine ahead of the passenger compartment and perpendicular to the longitudinal axis. It is a space-efficient configuration that is compatible with front- or all-wheel-drive (unless using a torsion beam rear suspension - see below) and is therefore suited to many mass-market cars, especially smaller, low-budget ones. However, it is less ideal for accommodating longer engines, especially straight-sixes.
• Front longitudinal: Unlike the front-transverse placement above, this places the engine ahead of the passenger compartment and parallel to the longitudinal axis. It is compatible with rear-, all-, and in some cases, front-wheel-drive, as well as 4x4. However, it is less space-efficient than a transverse set-up, and is therefore better suited to larger cars, especially executive, sports and luxury cars.
• Mid transverse: The first of two mid-engined configurations, this places the engine between the passenger compartment and ahead of the rear wheels, and parallel to the axles. It is ideal for small and light sports cars which do not need a large engine bay, but is not compatible with AWD in Automation.
• Mid longitudinal: The second of two mid-engined configurations, this differs from the mid transverse set-up in that the engine is placed perpendicular to the axles. It is a common arrangement for high-performance sports cars, supercars and hypercars, especially since it is compatible with AWD. Both mid-engined configurations place more weight over the rear axle than any front-engined configuration, and should be set up accordingly.
• Rear longitudinal: A rear-engined set-up places the engine over the rear axle. While it is a viable arrangement in the earlier years for smaller cars, it places even more weight over the rear wheels than any other configuration, aiding traction but also compromising drivability due to the effects of weight transfer.

Last but not least, here is the list of suspension types available in the game. Unless otherwise stated, all of these options are available only for rear suspension.

• Solid axle (leaf-sprung): This relies on a pair of bow-shaped metal springs attached to each end of the car at one end of the spring, and to a solid bar or a differential. It is cheap, simple and capable of supporting heavy loads, as well as being very robust off-road, and can be fitted to front and/or rear axles. However, its weight and dependent nature compromise the car's ride and handling.
• Solid axle (coil-sprung): As above, but with coils for springs, and uses a set of links between the axle and chassis, thereby providing better comfort and handling compared to a leaf-sprung solid axle. It, too, can be fitted to front and/or rear axles.
• Torsion beam: Unlike other suspension types, a torsion beam is semi-independent and can only be fitted to the rear axle of a front-wheel-drive car. It consists of a set of rear-facing trailing arms supporting the rear wheels, and are linked together laterally by a hollow metal beam. It provides decent levels of comfort and handling when tuned correctly, and takes up little space, as well as being cheaper to build compared to a fully independent rear end. However, it cannot be combined with a driven rear axle, and as such is not recommended for larger, more upmarket cars.
• Semi-trailing arm: This is the simplest type of independent rear suspension. Comprised of two rear-facing Y-shaped trailing arms attached to the rear axle via a vertical spring/damper combination, it is heavier and less capable of supporting heavy loads than a torsion beam setup, but provides slightly better comfort and handling, although it is not as good in this regard than a more advanced setup. Therefore, it is well-suited to low-budget applications for which handling is a priority, especially in the early years.
• MacPherson strut: Uniquely among suspension types, a MacPherson Strut can only be used on a front axle (except on some mid-engined bodies where it can be used for rear suspension) as long as the bonnet (hood) line is high enough to accommodate it, and cannot be fitted to a ladder frame chassis. It has one lower control arm, attached via a pivot under the wheel hub at the outer end, and bushings near the bottom of the chassis at the inner end. It takes part of its name from the strut attached to a reinforced wheel arch section, which is called a strut tower. It takes up less space and costs less to manufacture than a double-wishbone front suspension (see below) but does not provide as much ride comfort or handling precision, and as such is a good choice for most mass-market vehicles, especially low-budget ones.
• Double wishbone: One of the few suspension types that can be fitted to front and/or rear axles. It consists of a pair of A-shaped pivoting arms called wishbones, linking the top and bottom of the wheel hub to pivot points on the chassis. With its ability to provide superior wheel alignment compared to less sophisticated designs, it is most commonly used in high-performance, racing, and luxury car applications, where its greater cost and complexity are considered acceptable trade-offs for its dynamic advantages.
• Multi-link: This is a highly advanced design that utilizes several (usually at least five) pivoting arms called links to ensure precise rear wheel movement. This provides even better ride and handling potential than a double wishbone set-up, but at the expense of even higher cost and complexity, making it ideal for premium cars where its dynamic benefits are considered desirable. In addition, it only becomes available from 1990 onwards.
• Pushrod: This is the most advanced, complex and expensive suspension type available in Automation. It is similar to the double wishbone design in principle, but mounts the spring/damper unit horizontally instead of vertically, and connects it to the lower wishbone using a pushrod and rocker arm assembly. This mounts the spring and damper inboard, reducing unsprung mass and improving aerodynamics and weight distribution, with unmatched potential for fine-tuning. Being based on a double wishbone design, it can be fitted to the front suspension of mid-engined cars. However, its extreme complexity generally precludes its use in all but the most expensive supercars and race cars, and as with the multi-link setup above, it is not unlocked until 1990.

This concludes the second part of my guide to the chassis options in Automation.

Confessions of an Automationeer, Part 102: Chassis and Body Material Options

Confessions of an Automationeer, Part 102: Chassis Options Explained

With the guide to chassis options on the Automation forums now outdated due to numerous game engine changes, I have seen fit to create my own guide to reflect the latest version of the game. I'll start off with a brief explanation of the various body and chassis material options available as of the current version.

List of Body and Chassis Materials (current as of UE4 build LCV 4.1.16)

These are the various materials used to create the basic structure and bodywork of your vehicle. They are as follows:

• Steel (chassis and body material): Standard steel is the simplest and cheapest type of steel, and is generally viable for the body and chassis for most mass-produced cars until the late 1980s or early 1990s. However, its environmental resistance is poor, and as such it is recommended mainly for low-budget vehicles.
• Treated steel (body material only): Available from 1994 onwards, this is a kind of steel that has received basic protection against corrosion. It is slightly more expensive and difficult to develop than regular steel, but is still viable for newer cars that have been built on tight budgets.
• Galvanized steel (chassis material only): This type of steel has a zinc outer coating that protects it from corrosion. However, unlike treated steel, the galvanization process used to create it cannot be applied to bodywork. Even so, the fact that it is only slightly more expensive than standard steel makes it popular for low-budget builds, even for more modern vehicles.
• Corrosion-resistant steel (chassis material only in LCV 4.1.11, previously also available for body panels): Employing more advanced rust protection techniques than treated steel, this is a more expensive option, but one that is lighter than lesser steels. As such, it should be primarily reserved for mid- to high-priced premium cars, especially those made in the 1980s or 1990s, at least until more advanced materials become available.
• AHS steel (chassis material only): Advanced high-strength steel is more thoroughly engineered than lesser steels, making it stiffer, lighter and stronger. However, it is even more expensive than corrosion-resistant steel, and is only available from 1996 onwards. Therefore, it should be primarily used for the chassis of modern high-end premium cars.
• Light AHS steel (chassis material only): This is similar to AHS steel, but is even lighter, and costs even more due to having been subjected to very thorough testing during development. It becomes available from 2001 onwards.
• Partial aluminum (body material only): A mix of mostly steel bodywork with aluminum used for panels that are more easily manufactured - usually the doors, hood and trunk lid. Available from 1985 onwards, it becomes more common in later years.
• Fiberglass (body material only): This is a lightweight material commonly used for low-volume sports cars. It is not as safe or prestigious as any kind of metal, however, and is laborious to manufacture. Early Kee-based versions of Automation also had polymer plastic as a body material option; this was removed in later builds for being too statistically similar to fiberglass.
• Aluminum (chassis and body material): As a body material, it is available from the beginning; however, as a chassis material, it is not unlocked until 2000, and even then, only in the form of a bonded monocoque or a semi-space frame. Lighter and more resistant to corrosion than any kind of steel, it is also more expensive and difficult to manufacture, especially in the earlier years, and is therefore best used for high-end sports and luxury cars.
• Partial carbon fiber (body material only): Similar to aluminum bodywork but replaces some body panels with carbon fiber equivalents.
• Carbon fiber (chassis and body material): The most expensive and prestigious material of all, it is also the safest and lightest. As a body material, it is available from 1993 onwards, whereas it is unlocked for monocoque chassis a full five years earlier (in 1988). Due to its extremely high price, it is generally reserved for low-volume modern supercars and hypercars.

This concludes our summary of body and chassis materials. In the next post, we will take a look at the various chassis types available, along with engine placement options.

Infinite Space Myths Revisited: Flotillas of Five and Lone Wolves

Infinite Space Myths Revisited: Flotillas of Five and Lone Wolves

Most of the time in Infinite Space III: Sea of Stars, five recruitable allied ships (three capital ships, initially scouts or similarly sized vessels, plus two fighters) will spawn on the randomly generated map when you start the game, thereby allowing you to have six ships in your fleet (including your starting ship) at a time. However, very rarely, there will only be four such ships spawned at the start of the game, leaving you with a maximum of five ships in total. This situation can only occur under the following set of circumstances:

• No special allies (Damocles or Kestrel - both of these ships are only available as part of their respective quests) are present on the map.
• One of the two fighters must be a Muktian fighter; the other one must be a Zorg fighter. These ships can only spawn on a map containing their factions' respective home worlds (Bandur for Muktians, Loryx for Zorg).
• One of the two capital ships must be Terran (Moon Marauder); the second capital ship must be Garthan (Bloodfang). This will leave no room for a sixth vessel (in the form of a fourth capital ship) in the fleet.

If all three of the above conditions are met, you will only be able to field a maximum of five ships in your fleet instead of six. This ties in with the next myth: is it possible to fully complete a game without ever having added any capital ships to your fleet, leaving you with only your starting Terran capital ship (not including fighter escorts)? Surprisingly, the answer is yes. However, there is only one way for this to occur: by destroying all of the systems where the capital ships (or their crew, in the case of the Calatians) are found using a Limited Vacuum Collapser. (Given that the Calatians become your allies the moment you rescue their stranded crew, this won't work if said crew is present on the map and is found before the LVC has detonated.)

In any case, this only works if the LVC can be detonated in a place such that all of those systems are engulfed in the blast. It is easier in the above scenario, though, since you only have to destroy two systems harboring capital ships instead of three. Moreover, if one of the ships destroyed is vital to a particular quest, the game may become impossible to complete fully. Finally, even if it is still possible to actually complete the game, doing so will be more difficult: whereas Terran frigates and destroyers have six equipment slots each (plus three and four weapon slots respectively, Terran scouts and corvettes have four and five such slots respectively, with the latter also having two weapon slots compared to the scout's single weapon slot. Thankfully, all Terran capital ships (except for scouts and survey ships) can be retrofitted with a rear-facing turret for a small fee.

That's one more reason to think twice about detonating a Limited Vacuum Collapser: In addition to having to avoid destroying your own fleet in the process, you could risk annihilating potential allies before you've even met them, leaving you with fewer wingmen in your fleet than intended (or even worse, none at all). Fortunately, this is a rare occurrence, and under certain circumstances can even be exploited if your fleet already has enough firepower and protection to survive hostile encounters, rendering the extra allies unnecessary.

Confessions of an Automationeer, Part 101: The Final Generation?

Confessions of an Automationeer, Part 101: The Final Generation?

With the recent announcement that the Generations II tournament is drawing to a close, I would like to share some important details along with my plans for the future lore of the Hampton Motor Group. First and foremost, the 12th and final round of Generations II is unique for two reasons: It is the only one to be set in 2010 or later (2013, to be exact), and is the only one with no passenger car categories. Instead, there are three full-sized truck/SUV categories: compact and mid-sized crossovers, plus full-size pickup trucks. 

Above: Hampton's 2013 truck/SUV lineup, from left to right: Herculean, Brigand and Fairlie.

To integrate this round into Hampton company lore, I decided to make the next-gen Fairlie a transverse-engined crossover based on the Fennec platform, while a larger crossover, the Brigand, would sit above it in the lineup. In addition, the all-new Herculean would become the brand's first full-sized truck. On top of all this, the Nevis would be refreshed, although given that it would not fit into any of the categories for the final round, I decided not to submit it. Speaking of which, the Braemar nameplate would no longer be used for this generation - all examples would simply be called the Nevis, regardless of body style or engine/transmission combination.

As for the passenger cars that were once the bedrock of the range, I decided not to ignore that part of their lineup either - the Ferret would be replaced by the Heron, but the Fennec, Valiant and Vanguard nameplates would continue, albeit on new platforms and with new bodies (although the Venator name would no longer be used - all Vanguards were once again referred to as such, regardless of body style). The Transliner, however, would most likely be axed after 25 years due to lack of demand late in its lifespan; in its place, the Brigand received a seven-seat option.

Hampton's presence in the performance car sector will continue, but it will be represented by only one dedicated sports car - the Halberd. This would replace the Harrier in the range, and be available with either a V8 or V12 engine. Speaking of which, such engines would be relegated mainly to high-performance trims of longitudinally-engined cars; other models and trims would receive turbocharged straight-fours and straight-sixes instead.

Beyond this, I plan to continue to expand the company's lore to include 2020 onwards. Any successors to these new-for-2013 models may be out of the question for now due to game engine limitations, but it might still be worth exploring what happens to the company around that time.

Ultimately my dedication paid off - all three of these new models were well-received at launch. The upshot was that Hampton Motor Group was the most successful import brand of the entire tournament, and in fact would be the second-most successful brand overall. Needless to say, I felt chuffed after spending nearly a whole year creating, developing and polishing the Hampton Motor Group and its backstory. And so one of my most satisfying long-term commitments as an Automationeer finally came to an end.