Confessions of an Automationeer, Part 191: Flyweight Rival

Confessions of an Automationeer, Part 191: Flyweight Rival

With the Al-Rilma update for Automation still a long way from open beta testing, despite having been in open alpha for a month, I have chosen to stick to the most recent stable release (which was based on the Ellisbury build of 4.27). Until then, all of my challenge builds will be based on that version. In addition to this, I used my spare time to experiment further with Ellisbury until I feel it's worthwhile for me to finally migrate to Al-Rilma.

One of these experiments, the 1995 HPG H2L, was intended to see how well its base body (a Steam Workshop mod called, somewhat generically, the 2000s Sports Coupe) would work when used as a basis for a serious sports car build. With a wheelbase of 2.28m, it was indeed small, and thanks to an all-aluminum body and chassis, very light, at just 910kg. Nestled between its rear wheels was a 2.0L normally-aspirated flat-six delivering 250 horsepower to the rear wheels via a close-ratio six-speed manual gearbox and a helical limited-slip differential. Given that this engine could rev to a stratospheric 9,000 rpm thanks to variable intake and exhaust valve timing, it seemed fitting to install it here.

To give it the braking and cornering ability expected of a lightweight sports car, it has staggered high-performance tires (205mm front and 245mm rear) wrapped around 17-inch forged wheels and wide vented disc brakes with 4-piston calipers up front and 2-piston calipers in the rear. A dual-wishbone independent suspension setup at each wheel, tuned mainly for a performance-oriented feel (without excessive loss of comfort), endows it with a sublime ride/handling balance. Its steering is unassisted to save weight, but ABS and dual airbags come as standard, to keep the occupants safer in a crash.

True to its lightweight nature, the interior is relatively spartan, being trimmed sparingly in lightweight fabrics, with some carbon-fiber trim. Both occupants sit in light, supportive bucket seats and enjoy the comfort of a premium CD stereo sound system, if they want to drown out the roar of that scintillating engine. The instrument cluster is mostly digital (to avoid cluttering the dash too much), and air-conditioning also comes as standard. And it even comes with a manual handbrake lever - not something you'd expect to find on most of today's cars.

Above: The HPG H2L may be small and light, but its razor-sharp chassis and screaming engine help it punch well above its weight.

Although limited in its morphing potential, I was surprised to find out how well the 00s Sports body set could work as the basis for a mid/late-90s build, but I decided to enlarge the side and rear glass window areas through the use of cutout fixtures, with their material being set to the same one as the windows. Crucially, I adjusted the fixtures' dimensions to yield a more rounded shape for the side glass and rear window hatch, creating a smoother transition from the roofline to the rear pillars. In addition, the aerodynamics were augmented by front and rear spoilers, along with a diffuser and undertray for even more downforce.

My only other complaint about this body set is the relative lack of additional sizes for this mod body - the only other wheelbase option is 2.82m long, when there should be others (most likely 2.37m, 2.52m, and 2.67m). This would allow for much greater versatility, and even more so if more morphing zones are added for all sizes. In addition, the longer variants should be able to accommodate wider and taller tires (in terms of diameter and width, respectively). But the best part of the build wasn't its speed, but its agility - it could generate 1.04g on a 200m skidpad and reach 60 mph from a standstill in just 4.2 seconds, which would have been amazing numbers in 1995, when it would've debuted.

And the reason I decided to revisit this body set in the first place? Some variants have provision for full-length stripes running down the middle. For example, the one I chose has separate colorable areas for the side and center (the latter of which is even split into seconds), representing stripes - so I gave it a white center stripe sandwiched between a pair of yellow over-the-hood side stripes, all on a metallic blue background with gold-finished wheels and yellow brake calipers. It's a flashy livery, but I liked how well it turned out on this diminutive body set.

Above: Pared back to save weight, the interior of the HPG H2L nevertheless retains some creature comforts to keep it from feeling too bare-bones. You could omit them if you wanted to, though.

In short, this was a surprisingly satisfying build for me to develop, especially considering its donor body's limitations. In fact, I liked it so much that, if I get a chance to work on a larger version of this body set (except for the one with a  2.82m wheelbase), I may consider doing it again, if only for the purpose of reimagining the HPG H2L (or at least its bigger brother from the same model range. as a full-fledged supercar, with a larger engine and more displacement. Until then, see you next time!

A Lifer's Diary: Part 16: Reimagining Generation II for Car Nuts

A Lifer's Diary: Part 16: Reimagining Generation II for Car Nuts

After imagining what Generation III of the Game of Life would look like with a car-themed reskin, I've decided to do the same thing with Generation II, its immediate predecessor. Keep in mind that this particular generation debuted in 1991 and remained in print until 2006 - the longest print run since the 1960 original. However, this was the last generation to not only have separate decks for Career and Salary Cards, but also to have a unified Career Card deck, and it was also the only generation with a unified House card deck. An automotive-themed retheming would therefore only require one each of Segment and Garage Card decks (resulting from a renaming of the Career Card and House decks, respectively), instead of two.

Although taxes would still be called Service in this retheming, Salary Cards would have had to be renamed to Engine Cards, as follows:

• 3-Cylinder (salary $20,000/service $5,000)
• 4-Cylinder (salary $30,000/service $10,000)
• Turbo 4-Cylinder (salary $40,000/service $15,000)
• 6-Cylinder/Rotary (salary $50,000/service $20,000)
• Turbo 6-Cylinder (salary $60,000/service $25,000)
• Small-Block V8 (salary $70,000/service $30,000)
• Big-Block V8 (salary $80,000/service $35,000)
• V10 (salary $90,000/service $40,000)
• V12 (salary $100,000/service $45,000)

The new names of the Segment Cards in Generation II would've been as follows, with those requiring an Engineering School degree being italicized:

• Hatchback (replaces Salesperson)
• Sedan (replaces Travel Agent/Computer Consultant)
• Van/Minivan (replaces Teacher)
• SUV/Truck (replaces Police Officer)
• Muscle/Pony (replaces Artist)
• Luxury Car (replaces Accountant)
• Sports Car (replaces Superstar/Entertainer)
• Supercar (replaces Athlete)
• Hypercar (replaces Doctor)

In addition, House Cards would now have had to be called Garage Cards, as follows:

• Small Garage (replaces Split-Level; cost $40,000/insurance $10,000/resale $60,000)
• Medium Garage (replaces Mobile Home; cost $60,000/insurance $15,000/resale $90,000)
• Small Dealer (replaces Log Cabin; cost $80,000/insurance $20,000/resale $120,000)
• Large Garage (replaces Cozy Condo; cost $100,000/insurance $25,000/resale $150,000)
• Main Dealer (replaces Dutch Colonial; cost $120,000/insurance $30,000/resale $180,000)
• Super Garage (replaces Beach House; cost $140,000/insurance $35,000/resale $210,000)
• Road Course (replaces Farmhouse; cost $160,000/insurance $40,000/resale $240,000) 
• Luxury Showroom (replaces Tudor; cost $180,000/insurance $45,000/resale $270,000)
• Superspeedway (replaces Victorian; cost $200,000/insurance $50,000/resale $300,000)

Moreover, Stock Cards would have been renamed to Part Cards, as follows:

• 1: Engine/Exhaust
• 2: Gearbox/Drivetrain
• 3: Suspension
• 4: Wheels/Tires
• 5: Forced Induction
• 6: Body/Chassis
• 7: Aerodynamics
• 8: Interior/Audio/Safety
• 9: Lights/Accessories

Other changes include renaming the Get Married, Lose Your Job/Mid-Life Crisis, Stock Market Boom, Stock Market Crash, and Baby/Twins spaces to "Hire Test Driver", "Change Manufacturers", "New Part Contract", "Part Supplier Closes", and "Get A Fan/Get 2 Fans", respectively. Furthermore, all other spaces would have to be renamed in accordance with the automotive-themed reskin.

As in Generation III, Life Tiles would retain their default values and names, but with different descriptions to match the new theme. The two retirement options, Countryside Acres and Millionaire Estates, would now be called Private Garage and Motor Museum, respectively, but they would still have the same effect as before. Pay Raises (which were introduced in Generation III) would've been called Tune-Ups here, had they been featured - but they weren't in Generation II, which makes that issue moot. Finally, the movers would have had a different, sleeker, more sports car-like shape instead of the more angular minivan/SUV-like forms found in the original game.

In short, had a Car Crazy Edition (my suggestion for the new theme's name) of Generation II of The Game of Life been made, it could have convinced Hasbro to do the same for Generation III - which is something I've already discussed. And had that one also been greenlit and gone on to become a commercial success, they could have done the same thing for at least the next Generation or two. Those, however, should be stories for another time.

Confessions of an Automationeer, Part 190: Contract Angels

Confessions of an Automationeer, Part 190: Contract Angels

Having just submitted a challenge entry for the first time in 2025, I decided to start work on my next one. This time, I chose to submit it here. The path to an entry was far more convoluted, though. I started off by examining two mid-engined proposals - which I quickly rejected on drivability grounds. I also tried a pair of AWD entries, both of which were powered by turbocharged inline sixes, but neither of them looked upmarket enough. So I went for a front-engined, rear-drive one, as usual. 

Even so, there was a complication. Two of my test mules with this configuration were powered by V12 engines - but I quickly realized that they didn't provide enough performance for the price, so I chose the V8 route instead, eventually settling on an aluminum/silicon block and heads with dual overhead cams per bank and 4 valves per cylinder, yielding a heady 400 horsepower. Losing a quartet of cylinders allowed me to use the leftover room in the budget for extra positive quality points in places where I felt they would be most effective (such as the trim, gearbox, interior, and suspension tabs). However, the other tabs (for both engine and trim) would not be neglected, either: I gave them fewer quality points by comparison, but just enough to get the stat numbers I wanted.

All seemed well for a few days until I found my most promising test mule to be potentially overpriced. So I chose to create another one, using a smaller version of the same body set (the '92 Evade, with a 2.52m rather than 2.65m wheelbase, and in a fastback body style instead of the notchback originally intended for it). This one had an overhead-valve engine with the same dimensions, saving weight, cost and space - and I felt that its reduced efficiency and output, in a lighter car, could well be worth it. Some of the other test mule's styling cues, however, remained intact, exactly as planned - especially the raised hood section flanked by two functional vents.

Eventually, I had to come to a decision. It took me a while, but I decided to go with the larger of the two test mules, with a reshuffled tech pool distribution and a few more quality points in crucial areas to fully exploit its potential. All told, while it was 20% more expensive than the other test mule I was considering by then, I felt like it could still justify the extra cost regardless. (The rejected test mule then got reworked as part of an experiment to see how it would fare with an all-aluminum alloy body/chassis combo, and a lighter aluminum/silicon alloy block, with the base model/engine family years set to 1992 to make these changes possible.)

To better suit the premise of the challenge, I opted for the notchback variant in place of the other test mule's fastback. Also, after sizing up my opposition, I chose to fit staggered tires (245/40 front/285/35 rear) for better drivability; although this led to higher service costs, such matters were comparatively trivial, considering that running costs in general were among the minor criteria this time around. In addition, to minimize the weight gain that resulted from fitting a full-on luxury interior and stereo sound system (complete with a CD player), forged magnesium alloy wheels would be fitted as standard.

Above, from top: The 1990 AMS Antares GT debuted a more curvaceous design language inside and out, but retained a central hood bulge placed between two functional vents, along with auxiliary air extractors in the front fenders - the GTS trim (as shown above, after minor revisions for submission in a different challenge) went one step further by adding even more power, with uprated brakes and suspension to harness it more effectively. A luxurious, well-appointed interior with a high-end stereo sound system and CD player came as standard throughout the range.

Having been introduced in 1990 (with the submitted trim debuting in 1992), the Antares' styling was typical for the era, with flowing curves throughout, and ellipsoidal shapes for the headlight lenses and frontal air intakes. Combined with a long hood and a relatively short tail, it clearly had the proportions of a grand tourer, which made perfect sense for the challenge it was originally meant to be entered in. However, there was another reason for my decision to use the notchback variant: a greater maximum rear tire width, allowing me to get the desired amount of tire stagger without making the rear fender morphing zone too wide. Aerodynamic add-ons were limited to a front-mounted lip and a rear spoiler - although the latter took the form of a lip-like fixture, to maintain a more discreet profile. The result was a clean break from its predecessor, which had retractable headlights in a wedge-shaped nose.

In short, I was very satisfied with the result, and liked it enough to reuse it in another challenge on the Automation Discourse - apart from a different techpool distribution (to meet the different techpool requirements there) and minor visual differences (such as placing the wing mirrors further forward), I found it good enough to submit there virtually as-is.

Confessions of an Automationeer, Part 189: Filling Gaps in a Legacy

Confessions of an Automationeer, Part 189: Filling Gaps in a Legacy

With the current open alpha still too unstable for my needs, I have chosen to continue using the most recent stable release for my first Discourse challenge entry of 2025. My entry into the first stage of A Legendary Legacy was the 1962 AMS Antares V8 5.0 - a small front-engined sports car with a big heart and a lavishly pointed interior.

Above, from top: The 1962 AMS Antares 5.0 squeezes a big, powerful engine into a small package, but doesn't skimp on creature comforts.

Powered by a 250-horsepower pushrod V8 sending its grunt to the rear wheels via a 4-speed manual gearbox and clutched LSD, the Antares 5.0 is as fast through the corners as it is down the straights (159 mph top speed, 0-60mph in 5.6 seconds) thanks to 4-wheel dual-wishbone independent suspension and 4-wheel disc brakes, on a steel monocoque with a galvanized chassis. To fulfill its role as a pocket grand tourer, a full high-quality luxury interior and AM/FM radio came as standard.

Above: The rare SuperSport option package added a second carburetor to its more highly tuned engine, along with wider tires, quad exhaust tips, and a 5-speed manual gearbox, for a more performance-oriented package.

Between 1969 and 1971, the SuperSport option package was offered - it added an extra forward gear and widened tires (225mm front/rear, compared to 205mm previously) to exploit the power increase (to 300 bhp) from its twin-carburetor setup. After it was dropped, some of its enhancements (specifically, the new gearbox and tires) were inherited by the base model. However, in 1974, it would be replaced by a larger, more angular second generation - right at the start of the oil crisis.

(Note: The challenge I entered didn't have a round themed around the 1970s, so I created this successor to my entry below in my spare time - this one was based on a newer body set, but retained some signature design touches such as a prominent hood bulge flanked by a set of functional vents, and an additional vent somewhere on the front fender. Also, to distinguish it further from the original, I gave it $50 million worth of combined techpool points instead of $45m.)

Above, from top: The second-generation Antares retained its predecessor's engine, but detuned it in keeping with new EPA legislation.

In a first for the line, the second generation of Antares came with a catalytic converter (specifically, a 2-way unit) as standard in North American specification - a change made possible by the use of unleaded fuel. However, these changes, combined with the switch to a milder camshaft, reduced its power output to just 200 horsepower (60 fewer than those sold elsewhere, which kept the dual-carb setup as opposed to the single-carb one shown here), although with over 250 lb-ft of torque, it was still surprisingly quick. But 6.6 seconds was a full second slower than what the 1962 original could manage - mainly due to the extra weight brought on by Federalization (including more advanced safety and interior tech, plus standard-fit power steering for the first time ever). The resulting car, still having the same chassis and suspension as its predecessor, had therefore lost some of its edge - but not all of it, with the brakes now upgraded to vented discs, resulting in a huge reduction in brake fade. And with functional front and rear spoilers, it was also far more stable at higher speeds.

Even so, there SuperSport package would not return for this generation, and it would not be until the debut of the next generation that the Antares recovered more of its mojo. That, however, is a story for another day.

Confessions of an Automationeer, Part 188: Another Set of New Year's Resolutions for 2025

Confessions of an Automationeer, Part 188: Another Set of New Year's Resolutions for 2025

Happy New Year 2025 to all my fellow Automationeers! This time, I'll discuss my most important New Year's resolution as an Automationeer: to explore the Al-Rilma update for Automation, which finally introduces superchargers (along with other forced induction setups) to the game. In addition, nearly every aspect of the game (especially engine outputs, reliability, and efficiency) will be tweaked accordingly, and there will be even more new body sets for us to work with. There is, however, one caveat: it is still currently in its open alpha stage, and as such it still has quite a lot of annoying bugs. In the meantime, I will continue to use the most recent stable release - but I will opt into the update as soon as its stability has sufficiently improved for my needs.

Along with this, my other major New Year's resolution is to improve my hosting skills on the forums (and Discord). The best way I can do this is to be more conscious of how much time will be required for long-form challenges lasting more than one week; as such, I must adjust my daily workload accordingly if I am to have even the slightest chance of finishing them on time. In addition, I should also apply this approach whenever I host any challenge that doesn't follow these longer formats, just to be sure. 

Finally, I pledge to stir up less controversy and use the correct scoring system every time I host any Discourse forum or Discord challenge. In particular, when hosting Cool Wall 7, I concocted a proprietary rankings system on the fly recently, and made some unnecessarily disparaging remarks on some of the entries - only to retract them and adopt the standard Cool Wall scoring method after massive backlash from entrants. It came at a time when I had completed several rounds of scoring, so I had to adjust the entries' rankings accordingly. The experience left me burned out for a while, until I realized how long it was taking to finish the challenge, so I picked up the pace near the end and got the whole thing done before New Year's Eve.

Those are my Automation New Year's Resolutions for 2025 - I hope you've defined yours, and pledged to keep all of them, as I plan to do for this year.