Confessions of an Automationeer, Part 240: Decal Patching over Light Fixtures

Confessions of an Automationeer, Part 240: Decal Patching over Light Fixtures

Given that many light fixtures have only one slot for their lens (i.e., the glass/perspex cover over a bulb), many Automationeers have learned to take matters into their own hands and create their own custom lens sections - usually red for taillights and brake lights, clear for reversing lights, and amber for indicators (although there are exceptions, depending on era and market). I'll illustrate this with a recent example.

Above, from top: Due to this particular light fixture having only one cover glass slot (a liability when using it as a taillight housing), I had to set that slot's material to transparent (to avoid overlapping with any patch fixtures I want to place there), then apply three regular patch fixtures over it for the desired result: a clear one over the reversing light bulb, an amber one over the indicator bulb, and a large rectangular red one over the taillight and brake light bulbs, effectively making it look like a segmented fixture with separate glass slots for the brake/taillights, reversing lights, and indicators.

The result was that the fixture now more closely resembled a typical taillight cluster, with separate areas for the brake/taillights, reversing lights, and indicators, which are colored accordingly. It takes more patch fixtures (and hence more time and effort) to apply this technique when creating more complex shapes forwithin a light cluster, but in any case, doing so results in a more realistically colored taillight lens than would otherwise be possible. In short, these design methods are indispensable if the stock glass slot arrangement on a light fixture isn't to your liking, and you want to replace it with your own custom setup.

Confessions of an Automationeer, Part 239: Seam Shifting

Confessions of an Automationeer, Part 239: Seam Shifting

Automationeers often find that the default seams (referring to the panel gaps on bodywork) on some of the available body sets are awkwardly shaped and/or placed. Seam shifting helps cover some of those seams, while adding new ones in their place according to the player's desires. Here's a recent example I found to illustrate this.

Above: We're about to do some seam shifting on the notchback version of the '88 Copy Cat. Notice how the upper edge rear door seam doesn't quite line up with the top of the rear window? Most people would leave this section as-is, but I'm about to move the seam instead (and also cover up the original one) for a more harmonious look. In addition, with the morphing settings I chose on my test mule, I decided to apply a similar technique to the leading edge of the door.

There are several ways to create custom seams in Automation. One of them is to use the RB Seam Kit (a mod fixture pack in the Body Molding section of the Fixtures tab in the car designer) and select the variants you wish to use, then move, scale, and rotate them as required. Within this fixture pack, the "Base" variants sit flush with the bodywork, while the "Gizmo Down" variants are recessed inwards, and the "Gizmo Up" variants float above it. Regardless, it is usually best to use Surface Align (the 11th button from left on the top of the Fixtures Tab) to ensure these fixtures conform properly.

Above, from top: A close-up of the sections of bodywork on which I performed my seam shifting practice. I used the RB Seam Kit mod fixture (in multiple variants) to create custom seams that provided a cleaner look than stock, before obscuring the stock seams using patch fixtures (also classified in-game as body moldings).

Covering up stock seams after creating new ones also requires body molding fixtures - specifically, the Patches fixture set. This, unlike the RB Seam Kit (which actually comprises three different fixture sets - I only tried one of them on this example to get a feel for the technique) is a vanilla set (i.e., included within the game by default), but within it, there are two key variants: cutouts (which cover more effectively, but create jagged edges around them that are only visible if you zoom in close enough) or regular patches (which don't cover as effectively, but don't leave behind any jagged edges), both of which I used on this test mule. The difference is that cutouts overwrite the stock bodywork, while patches are instead applied on top of it. In addition to those two variants, I also applied decal patch fixtures for creating the curved window edges.

The drawback to seam shifting is that it takes time to learn and implement, especially when applied across the entire body, but this is only a minor inconvenience compared to the sheer amount of freedom it gives you to bend body sets to your will, as you see fit. There's a reason the best Automationeers devote several hours' worth of time to this technique alone when designing the exteriors of their cars, but for them, it's worth it - and I wholeheartedly agree.

MechDB Misadventures, Part 18: Annihilator as Devastator

MechDB Misadventures, Part 18: Annihilator as Devastator

With the Devastator still a long way away from being introduced to the lineup of playable 'Mechs in MechWarrior Online, I decided to have a go at adapting the stock loadout of one of its variants in MechDB. I chose the Annihilator ANH-1X as the basis for my build, which aimed to match the downgraded, Succession Wars-era DVS-1D variant as closely as possible. The result was as follows:

Above: This Annihilator ANH-1X had been configured to mimic the loadout used by the Devastator DVS-1D, which was downgraded from the DVS-2 due to much of the latter's equipment and weaponry (especially the Gauss Rifles) becoming lostech during the Succession Wars.

I had to take some liberties with the loadout, given that the ANH-1X has two energy hardpoints in its arms but none in the side torsos - the opposite of the DVS-1D's arrangement - and also because MWO doesn't support rear-facing weapons (which forces both center torso-mounted Medium Lasers to face forward). This forced me to place an Autocannon/10 in each side torso, since there was too little space for a Medium Laser and a Large Laser in the arms if the AC/10s were to be moved there. However, the number of heat sinks (15 standard) and armor mass (18 tons, one less than its maximum capacity of 19) still exactly match what the DVS-1D had.

In addition, my attempt at replicating the original, Lostech-equipped DVS-2 was subject to the same constraints as the DVS-1D, as shown below.

Above: This attempt to match the Devastator DVS-2 using the Annihilator ANH-1X, with its 14 Double Heat Sinks, Dual Gauss Rifles, XL engine, and dual PPCs, is plagued by the same weapon location and orientation problems as the DVS-1D replica, but it still has the same weapons as its Lostech-enhanced inspiration.

As much as I love the Devastator in all its forms, I can't help but wonder how a Standard-engined, all-energy version of it (which I'd call the DVS-1E) would look like, with all of its weapons facing forward, and an additional head-mounted energy hardpoint for good measure. The resulting 'Mech would have a pair of ER PPCs in its side torso in addition to a trio of Medium Pulse Lasers (two forward-facing ones in its center torso, and a third in its head). In addition to this, it would have 22 Double Heat Sinks (10 in the engine, with two more attached to it via expansion slots, another pair in each side torso, and a trio of them in each arm) to absorb its immense heat load. Extrapolating this loadout to the ANH-1X would yield this result:

Above: This is my attempt at replicating my proposed Devastator DVS-1E variant on the Annihilator ANH-1X. Due to hardpoint location limitations, this ANH-1X carries its ER PPCs on its arms (each of which also houses a Double Heat Sink) and a quartet of Double Heat Sinks in each side torso, whereas my DVS-1E would instead have a pair each of side torso-mounted ER PPCs and Double Heat Sinks, leaving the arms free to carry a trio each of additional Double Heat Sinks. Also, both center torso energy hardpoints face forward and carry a Medium Pulse Laser each, with the newly added head-mounted energy hardpoint being used for a single example of the same weapon.

Such a variant, though not as powerful as the DVS-1D or DVS-2, would not suffer from ammunition depletion problems or vulnerability to weapon or ammunition explosions. Also, having as much armor as its chassis can carry (19 tons of standard armor on a 100-ton chassis), in addition to backup energy weapons in its head and center torso, ensures that it qualifies as a zombie 'Mech (slang for any BattleMech that could only be immobilized by destroying its center torso, head, or legs), and with 22 double heat sinks in total (equivalent to 44 under tabletop rules), it would have more than enough staying power to stay relevant in any battle. In other words, it would be an Awesome AWS-8Q on steroids: 25% heavier, and commensurately more heavily armed and armored.

In short, I had a lot of fun trying to get as close to the Devastator DVS-1D and DVS2 variants as possible using the Annihilator ANH-1X, even with having to make some compromises due to its different hardpoint configuration. I also shared key details on my proposal for an ER PPC-based loadout on an all-energy Devastator variant (again represented by the Annihilator ANH-1X, although the Stone Crusher legendary variant, with its side torso-mounted energy hardpoints, could be even better suited to this purpose) with an additional head-mounted energy hardpoint. Such a build pushes the idea of a zombie 'Mech in MWO to its limits, without resorting to some of the more exotic technology (such as Hardened Armor, quadripedal chassis, small and/or torso-mounted cockpits, compact engines and gyroscopes, and directly armored components) in the BattleTech tabletop game.

MechDB Misadventures, Part 17: Black Knight as Penetrator

MechDB Misadventures, Part 17: Black Knight as Penetrator

In BattleTech, the Penetrator is one of the most durable post-Clan Invasion era Inner Sphere BattleMechs due to having a standard engine and an all-energy loadout comprised of two ER Large Lasers and six Medium Pulse Lasers, plus an Anti-Missile System for countering incoming missile salvos and four Jump Jets to provide improved mobility. However, since MechWarrior Online has yet to introduce the Penetrator to its ever-growing list of 'Mech chassis, I decided to replicate the standard PTR-4D's loadout in MechDB using the closest chassis to that variant: the Black Knight BL-6B-KNT, which has nine energy hardpoints and an AMS hardpoint, thus making it almost a perfect match for the PTR-4D. The result was as follows:

Above: This is the closest you can get to replicating the Penetrator PTR-4D in MechWarrior Online - a Black Knight BL-6B-KNT carrying a pair of ER Large Lasers, three pairs of Medium Pulse Lasers, an Anti-Missile System with a ton of ammo, and four additional tons of AMS ammo to simulate each jump jet, all concealed within 13 tons of standard armor (out of a maximum possible amount of 14.5 tons). However, the Black Knight has a hand actuator on both of its arms, whereas the Penetrator lacks such items in each of its arms, so the PTR-4D's stock loadout actually uses only 45 of a possible 78 critical slots, two fewer than the similar loadout on the BL-6B-KNT shown here.

Obviously, this loadout isn't very heavily optimized due to its lack of heat sinks (only 12 double-strength items, but it can be improved further. One suggestion is as follows:

Above: This idea for a more optimized loadout for the Penetrator PNT-4D (not valid on the Black Knight BL-6B-KNT shown here due to occupying one more critical slot than the maximum limit of 78) downgrades the Medium Pulse Lasers to regular Medium Lasers, saving six tons, and swaps the ER Large Lasers for ER PPCs, while adding an Endo-Steel structure to allow fitment of six additional Double Heat Sinks. The quartet of AMS ammo bins (which simulate jump jets) remain in place, though.

Although this custom configuration for the Penetrator PNT-4D sacrifices some raw firepower (50 in the new configuration, whereas the original could deliver 54 damage per alpha strike), its heat sinking capacity has increased by 50%, and this allows for much more staying power in a tabletop battle, especially since it carries an additional 0.5 tons of armor. The lack of AMS makes it more vulnerable to missile barrages, but on the other hand, it removes whatever little probability of an ammunition explosion that can occur. Crucially, with both of its arms having upper and lower arm actuators but no hand actuators, the resulting Penetrator setup still has one critical slot in total left over, and would thus be valid for tabletop use.

In short, this modified Penetrator is a much better tool than the original for, erm, penetrating a defensive line without risking catastrophic ammo depletion or detonation.

Confessions of an Automationeer, Part 238: An Early Christmas Gift We're Thankful For

Confessions of an Automationeer, Part 238: An Early Christmas Gift We're Thankful For

Having just returned from a Thanksgiving vacation in Europe covering three different cities (Zurich, Prague, and Amsterdam, in that order), I'd like to show you another challenge entry, which you can find here:

Above, from top: The 1982 KMA KX2 may be small and light (on power), but it was designed to leverage it in the best possible way in all situations.

The car in question is the 1982 KMA KX2 1.6 - a small, light, analog machine of the kind I rarely saw in Europe (mainly due to my visit taking place during late fall/early winter - I even saw snow on some days), and in an increasingly complicated, tech-heavy motoring world, a highly refreshing tonic had it existed in real life. And just like my previous challenge build, this one comes with Beam export cameras at the hood and driver's side eye level.

Why, then, do I consider this build an effective antidote to the bloat that has plagued the car industry for a decade? For one, at less than four meters long and with a width of under 1.8 meters, it doesn't take up too much space on the road - perfect for the narrow, confined spaces commonly found in many European city centers and mountain passes. Also, with just 120 horsepower (from a 1.6-liter straight-four mounted transversely in the middle, revving to 7500 rpm, and driving the rear wheels via a 5-speed manual gearbox and helical limited-slip differential) pushing along 950 kilograms, it's surprisingly quick (0-60 mph in under 7.5 seconds), without being overpowering. Finally, with relatively narrow tires (165/70R14 front and 185/60R14 rear), it doesn't have too much grip for its drivetrain - the lack of power steering (also made possible by the low weight and those narrow tires) also helps.

Its softly-sprung all-strut suspension (chosen due to cost and space constraints) also works in its favor. While it retains a sporty driving experience, it still retains enough compliance to serve as a daily driver. Speaking of which, air conditioning and a tape deck come as standard, so you won't be sacrificing too many creature comforts, either. And with 4-wheel vented disc brakes, you'll have enough stopping power (and zero risk of fade) if you have to save yourself - and the car - from a sticky situation.

All in all, this would be a great way to venture into the world of mid-engined cars without throwing yourself into the deep end with an actual supercar or hypercar, and risking your license (and someone's life, especially your own) in the process. Happy (belated) Thanksgiving and Merry Christmas everyone!

Confessions of an Automationeer, Part 237: Torpedo Reimagined

Confessions of an Automationeer, Part 237: Torpedo Reimagined

This is my last post before embarking on a family trip across Central Europe for 10 days, so I apologize for any inconvenience this has caused me, which explains why I had to make this post (and the previous one) relatively short and sweet.

With the eighth patch for the Al-Rilma open beta branch of Automation having been released, I decided to give the Mantle Torpedo (especially the Evo trim) a once-over, by giving the model line some changes. Specifically, the bodywork was now of partial aluminum construction, and this, when combined the increase in techpool to a universal +7 in all areas (for a combined budget of just under $45m), kept the price at just $20,000 AMU for both trims. I also revised all trim areas accordingly, with the Evo now having a trim/variant year set at 1994, and 250 horsepower compared to the base model's 200. Here it is:

Above from top: The updated Mantle Torpedo Evo is a more cohesive package overall - and a faster one to boot.

Crucially, however, I decided to retain the original pre-facelift car's aesthetics for the Evo, although a CD player was added to the interior. In addition, a different wheel design was fitted to set the two trims apart. Finally, all the changes I'd made resulted in vastly improved performance, with an 0-60 time of just 4.5 seconds

In fact, the reason I did this was to match the following combination created using the Automation Build Generator spinner wheel set under Basic Rules:

Above, from top: The updated Mantle Torpedo Evo exactly matches the description of the combination generated by the Automation Build Generator spinner wheel set under Basic Rules.

With the 1x Respin wheel landing on Choice, I did a respin of the Color Wheel and got these results:

Above, from top: I got this result from the respin - but did not actually have to use it in place of the original, since the 1x Respin wheel landed on Choice.

In short, the reworked Torpedo Evo is more faithful to the original design, and even faster than it once was across the board, while being generally superior in all other aspects. In fact, I could go a step further and do the same thing for a larger, more powerful sibling in the lineup - although it will most likely be front-engined and positioned further upmarket than the Torpedo. That new car could, in theory, also have an Evo version later on, again matching the Torpedo.

Confessions of an Automationeer, Part 236: Flagship Revitalized

Confessions of an Automationeer, Part 236: Flagship Revitalized

I just revised the LVC LS60 I made a couple of years ago, in light of what the Al-Rilma open beta build of Automation has brought us. Here is what it looks like now:

Above, from top: Apart from a refreshed interior, the aesthetics of the 1995 LVC LS60 I made back in the Ellisbury era of Automation have remained unchanged - the real transformation is under the skin.

Although the exterior is unchanged, the interior has been redone with new fixtures, most of which are available as Steam Workshop mods. Moreover, to account for the differences between the current stable release and the open beta, I revised every mechanical aspect of the car, resulting in an unchanged power output, and a gain of only 100kg in overall weight, while maintaining its hardcore performance-oriented feel. Overall performance is broadly similar to the previous version of this build, but 1,100kg is still very light in absolute terms, and it comes in at $90k AMU (10% less than my intended $100k target) due to the techpool being set at +7 across each individual engine and trim area.

In short, the revised LS60 may be 10% heavier than before (the Ellisbury-era version weighed 1000kg exactly), but that figure is a more realistic and achievable one - and it's still a hard-edged hypercar through and through. Crucially, though, I will use its interior aesthetics as a reference point for all future updates across the model range going forward. As a side note, I attempted a similar build using the '88 Copy Cat (in fastback and notchback configurations) in Al-Rilma, but found it (or rather, its overhangs) to be too long, which vindicates my original decision to go with the '98 Stradale for this build.

Confessions of an Automationeer, Part 235: An Albite Lite?

Confessions of an Automationeer, Part 235: An Albite Lite?

Shortly after completing the latest revision for the 1991 AMS Albite, I started work on another 4-door sedan from the 1990s - the 1994 HPG HL5 - but this one would be a high-end premium trim instead of a flagship performance variant. The resulting car would thus have to be decidedly softer-edged, but with a hint of sportiness to go along with its luxury features. In doing so, it would theoretically leave some headroom for a range-topper with a more powerful (and possibly larger) engine. 

Thus, although the HL5 would share some features with the Albite, it would differ in having a more comfort-oriented setup by comparison. Moreover, it would most likely bear a family resemblance to the larger HL6, which was a full-size luxury car, not a mere premium offering aimed at the mid-range of the executive car market. Finally, with a larger combined tech pool budget ($45m instead of $25m), it would theoretically be easier to invest quality points in crucial areas (and in greater quantities, to boot) without exceeding the budget cap, or at least getting too close to it.

Above, from top: The HPG HL5 may have been the little brother of the flagship HL6, but it followed a similar philosophy of a cosseting ride, plush interior, and some sporting pretensions for good measure, all packed into a practical yet stylish 4-door body.

Another point of differentiation where the flagship Albite and upper-end HL5 diverged was in their engine and drivetrain. The former launched with a five-speed manual gearbox and could, in theory, receive a six-speed manual unit for its facelift, but would most likely not be offered with any kind of automatic equivalent. The latter would retain the 5-speed item throughout its lifespan (since a 6-speed unit would be overkill for its era and class), but still be available with a 4- or 5-speed advanced automatic gearbox as an extra-cost option, for those who balk at the idea of a third pedal. 

Moreover, the Albite's helical limited-slip differential was too expensive for the HL5, which instead had a viscous unit. Most importantly of all, the Albite's straight-six had individual throttle bodies for each cylinder, a more aggressive cam profile, freer-flowing tubular headers, and displaced 0.5 liters more than the one in the HL5. As such, it developed much more power (300 horsepower instead of 200), with more torque to boot, even though both engines were naturally aspirated and had variable valve timing.

Finally, the HL5 had a slightly softer suspension tune, aimed to provide more than enough ride comfort for the occupants without unnecessarily compromising sportiness. Medium compound tires (225mm/50R16) wrapped around 16-inch alloy wheels came as standard, as did 4-wheel vented disc brakes, ABS, variable-ratio hydraulic power steering, and traction control. As usual, dual front airbags were a standard fitment.

Above, from top: The HPG HL5 had a well-appointed interior commensurate with its market positioning; although it wasn't as lavish as the one in the larger HL6, it still had enough to keep the most jaded executives happy.

In short, the HPG HL5 may not have been as flashy, fast, or luxurious as the larger HL6, but it was by no means the poor relation.

Confessions of an Automationeer, Part 234: Touching Up

Confessions of an Automationeer, Part 234: Touching Up

I hadn't updated the AMS Albite of the 1990s in over a year, but since I had entered it in a Discourse challenge previously, I still remember what I did to create it - namely, give it the engineering and styling necessary for it to be a contender. However, after migrating to the Al-Rilma open beta branch of Automation, I had an incentive to give it one more look, in preparation for another Discourse challenge, hosted on that particular game build. This time, I decided to retool it as a high-performance flagship (although lesser trims could follow, considering how sound the original platform was), and reworked it accordingly. Fittingly, the 4.0 SS (as I called it) was the fastest, sportiest, and best-handling trim of the entire model range.

The first step was to revise the engine - an all-alloy unit with high-flow heads (the latter of which were added as an option in Al-Rilma) - for more power, without sacrificing too much torque in the lower and middle rev range. The fundamental layout (a 4.0L 32-valve dual overhead-cam-per-bank 90-degree V8) remained unchanged, but a more aggressive cam profile was fitted, while tubular headers replaced the cast-iron items. Adjustments to the fueling and ignition timing helped preserve WES 9 compatibility, with a decent amount of mid-range torque (ideal for daily driving) to boot - and it could still run on 91 RON/87 AKI regular unleaded fuel as before.

More extensive changes followed; in addition to a heavily revised interior (now incorporating separate fixtures for the gauge cluster, as well as a different set of fixtures on the center console to better reflect the time period, and even Beam export cameras at hood and driver's side eye level), the Albite received a more aggressive exterior treatment, complete with a new grille, and functional front lip/rear spoiler fixtures, in keeping with its performance-oriented market positioning. A 6-speed manual gearbox replaced the 5-speed advanced automatic unit, while the tires were now dedicated high-performance items (245/45R17 front and rear) wrapped around 17-inch alloy wheels, fitted in front of ABS-assisted large-diameter vented disc brakes. The suspension was retuned for a sportier feel, but retained the comfortable ride/handling balance characteristic of other, lesser variants. Finally, additional exterior colors were added to the personalization options list - I went with a deep purple exterior and color-coded interior accents.

Above, from top: The 1991 AMS Albite in range-topping 4.0 SS guise, now with a revised interior and exterior (complete with hidden Beam Export Cameras) - a far sportier offering than lesser trim levels, but still a comfortable cruiser well-suited for daily use.

Simply put, the revised Albite is better than ever, with the flagship SS trim in particular being capable of delivering an enthralling driving experience for its occupants.

Update (November 10th, 2025, 10:00pm, UTC+7): With the price cap now reduced to $30k AMU (from $35k AMU), I decided to create a 6-cylinder version that would be lighter, cheaper, and yet less compromised than the original V8 version. The engine is now a 3.5-liter straight-six delivering 300 horsepower to the rear wheels, while the wheel/tire fitment is now a 225/50R16 at each corner. In addition, a five-speed manual gearbox replaces the six-speed unit for realism's sake, and the adaptive dampers have been replaced with regular monotube items.

Above, from top: Swapping the V8 for a straight-six made the AMS Albite 3.5 cheaper, but no less effective - and an even better overall package to boot.

In addition, the new engine gives the ultimate Albite some headroom between it and the larger Antares, which has a larger V8 engine as standard. However, later generations would get a V8 in their top trims in place of the straight-six, in part due to their greater size and weight, whereas the one shown here is much lighter and smaller by comparison. Finally, I have since updated the exterior design further to incorporate separate side marker lamps (amber up front, red in the rear, as per US-market regulations) and give its taillight bulbs a similar configuration to that of the contemporary Antares, as follows:

Above: Rearranging the taillight lenses to evoke the arrangement of the contemporary Antares and fitting separate side marker lamps was the final change I made to the exterior design on '91 AMS Albite 3.5 GTS - I even added a few additional exterior colors to the palette.

This is the final version of the flagship Albite of its generation (for now), but an updated version of this trim level, arriving later in the decade, could incorporate mechanical enhancements, such as a more powerful version of the same engine, wider wheels/tires (with a lower profile), a six-speed gearbox, and larger brakes, to improve its already stellar overall performance even further.

Confessions of an Automationeer, Part 233: Day of the Jackals

 Confessions of an Automationeer, Part 233: Day of the Jackals

Although the '09 Jackal was merely one of many new body sets introduced in the Al-Rilma update for Automation, I am so surprised at its versatility (across multiple market demographics) that I have chosen to dedicate an entire post to it. There are 5 wheelbases (2.33m, 2.57m, 2.75m, 2.85m, and 3.03m), with a multitude of body types for each one - whichever one suits you best depends on the market demographic (and its corresponding price range) you're targeting. While the SUV variants cover the Utility market, the sedan and wagon variants are just the ticket for the Family and Premium segments, if an edgy design is what you're after. The coupe and convertible variants, meanwhile, can be easily adapted for the Muscle/Pony and Sports/Super demographics, among others.

To give an example, the '09 Jackals have a wide range of adjustment for their hood angle morphing zones - while a higher angle is well-suited to SUV/truck builds, a lower angle makes more sense if you're building a dedicated sports car or pony car, especially the former. In fact, the Jackal has dozens of morphing zones to go along with its diverse body style choices. But that's not the only good thing about them; they have a lot of colorable body panel and trim areas, as most vanilla body sets should, but it's how they're arranged in particular that stands out. Specifically, the wheel arches are not a single area, but rather a set of them, so you no longer have to have the entirety of the arches either color-coded or in a contrasting color/material; you can apply this treatment to that particular section of bodywork.

In fact, I liked the Jackal line so much that I decided to start work on a build based on it: the 2005 HPG HP8, a front-engined, rear-drive convertible sports car powered by a 32-valve, dual overhead-cam-per-bank V8 developing 400 horsepower, breathing through individual throttle bodies per cylinder and revving to 8000 rpm, hooked up to a 6-speed manual gearbox and a helical limited-slip differential. Built on an all-aluminum body/chassis, with dual wishbone front suspension and a multi-link rear end, I positioned it as a high-end product, and fitted a full-on luxury interior/sat-nav stereo sound system, with adjustable adaptive dampers and a full set of driving aids (stability/traction control, plus anti-lock brakes) as standard. Low-profile high-performance tires (245/40R19 front, 265/35R19 rear) surrounding 19-inch forged alloy wheels and large vented disc brakes (350mm/4-piston caliper front, 320mm/2-piston caliper rear) endow it with cornering and braking ability commensurate with its price tag ($60,000 AMU as shown in the market tab). Finally, a hidden automatic soft top allows the car to maintain a sleek profile with the roof up or down.

The reason I chose the Jackal as the basis for this build is that, compared to other similarly sized body sets (such as the '05 Mercy and '05 Villain), its shorter wheelbase made it easier for me to keep it smaller and lighter by comparison. In fact, I could've made it smaller still, but chose not to go too far in that direction. Also, I realized that I could add a fully detailed interior and/or Beam export cameras if I wanted to, after being satisfied with the exterior design - and sure enough, I did just that. Here is what it looks like in its current form:

Above, from top: The HPG HP8 is my first attempt at creating a fully detailed build based on the '09 Jackal body set, in any variant or size - this is the soft-top convertible variant, complete with hidden Beam export cameras (one each on the centerline of the hood and in the interior, on the driver's side approximately at eye level).

And for anyone who's interested in the interior, here it is from the inside:

Above, from top: The inside of the HPG HP8 in its current form from various angles.

In short, the new '09 Jackal body set, with its unfamiliar arrangement of morphing zones, took some time for me to really get used to, but I was able to create a fairly convincing build based on it, and I enjoyed doing so right until the end. In fact, it might inspire me to create other fully detailed builds based on the Jackal line.