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.