Confessions of an Automationeer, Part 175: Big Power in Small Packages

Confessions of an Automationeer, Part 175: Big Power in Small Packages

Recently, I had a go at designing two small, lightweight, mid-engined sports cars from scratch in Automation, with both builds having model/trim years set to 2005. and utilizing engines whose power outputs were comparable to higher-end sports cars from that era. I could have entered either of these cars in CSR 162 on the Automation Discourse, but I'd already submitted something else for that challenge, and besides, both of them may well have been too track-focused for it, considering its more road-focused premise. I was, however, able to quickly finalize the design and engineering for both, which left me quite satisfied with both designs in the end. So here they are - and here's how they stack up.

The first car I'll be discussing here is the SVM Ravager, whose 4.0-liter V10 delivers a healthy 430 horsepower and revs to 8200 rpm. Its all-aluminum construction limits its curb weight to just 1195 kg - and its small size makes it easy to place on the road. All this power is sent to the rear wheels via a close-ratio 6-speed manual transmission and a helical LSD, with wide high-performance tires surrounding lightweight forged alloy wheels and large ABS-assisted vented disc brakes. Combined with dual wishbone suspension at each wheel, tuned for sportiness while preserving a sliver of comfort, the result is full-sized supercar-rivalling performance in a package best described as a miniaturized one.

Above, from top: The 2005 SVP Ravager is the result of condensing a full-fledged supercar into the body of a junior one, and has the power, pace, and presence to seriously threaten anything (and everything) from the class above (and possibly beyond).

The Ravager is not devoid of creature comforts - its lightweight sports interior comes with a high-end sound system and satellite navigation, plus a full suite of airbags (frontal, side, and curtain on the driver and passenger sides) and driving aids (stability and traction control, both of which can be toggled on or off with a single button press) - but it still has a somewhat pared-back feel, in keeping with its driver-focused ethos.

Not long after completing the Ravager, I set to work on what I felt would be its natural rival: the KMA K36. Built on a newer, even more curvaceous body set than the Ravager, its other main difference is its use of a 3.6 flat-crank V8 engine in place of the Ravager's V10. Tuned for a similar high-RPM profile, it may not be as powerful (400 horsepower instead of 430), but counters with a lower idle speed and superior throttle response.

What the K36's engine it lacks in raw power and torque compared to the Ravager's, it makes up for in superior throttle response and drivability, despite (or because of) its lower engine speed.

Apart from the engine, however, its engineering is very similar to that of the Ravager - 4-wheel dual-wishbone independent suspension, RWD with a 6-speed manual gearbox and helical LSD, large ABS-assisted 4-wheel vented disc brakes are all standard, as are a premium stereo sound system incorporating satnav, plus a full suite of six airbags and driving aids.

Above, from top: The KMA K36 is the SVP Ravager's natural rival, trading a small amount of raw power and speed for superior drivability and responsiveness. It, too, is a junior supercar in size only; its performance is comparable to a full-sized one.

In short, both of these cars are what my idea of an ideal sports car ought to be: ample (but not excessive) amounts of power, wrapped up in a small and light package.

Don't be fooled by the relatively small sizes of the Ravager and K36 - both of them have the firepower and dynamics to punch well above their weight.