Confessions of an Automationeer, Part 209: Centurion Reborn

Confessions of an Automationeer, Part 209: Centurion Reborn

As part of yet another recent Automation Discourse challenge, I embarked on another fully detailed build, this time reusing the name of something I'd made earlier during the Kee era, almost a decade ago. This time, however, I'd only be making a specific trim for the purposes of the challenge I wanted to enter, although others may follow later.

The trim in question - the 2006 AAA Centurion 6.0 SS - is a good example of what I call a "muscle sedan", in which a four-door car has an unusually large and powerful engine slotted into it. Developing a steady 400 horsepower, its 6000cc all-alloy overhead-valve V8 also has enough mid-range torque to make overtaking a breeze, even in the lower gears. Mated to a six-speed manual transmission and helical LSD, the Centurion is quick enough off the mark (0-60 mph in <5 seconds) to keep up with (and even beat) actual sports cars on a winding road or at a permanent circuit, thanks to fully independent suspension (dual-wishbone front/multilink rear) and large vented disc brakes (345mm front discs w/4-piston calipers and 315mm rear discs w/2-piston calipers) at each corner, all set up to provide a sporty driving experience while also maintaining enough comfort for daily use.

Above, from top: The 2006 AAA Centurion 6.0 SS is the high-performance flagship of the Centurion line, and flaunts its sporty image with such cosmetic elements as a raised hood bulge (incorporating a scoop), functional fender vents, and an aerodynamics kit that incorporates real front and rear spoilers.

Built on a high-strength steel chassis with treated steel bodywork, the Centurion 6.0 SS is no stripped-out track special - with a high-quality premium interior and CD stereo sound system, complete with satellite navigation, all five occupants enjoy a surprising level of comfort for a car of this kind. Variable-ratio hydraulic power steering, combined with a full suite of driving aids (ABS plus traction/stability control, the latter of which can be toggled on or off with a button press each), and driver/passenger side airbags (front, side, rear side, knee, and curtain) make it as safe as it is wieldy in traffic. And with 18-inch alloy wheels wrapped in high-performance tires, the Centurion has the grip to match its grunt.

In building the Centurion, I invested a lot of quality points into several critical areas (especially the bottom end, fuel system, drivetrain, interior, body/trim, and suspension) to improve some of its more vital scores (such as sportiness, drivability, and comfort, all of which are crucial for a high-performance daily driver capable of seating four or even five adults). My techpool distribution (within the maximum combined cost of $50 million AMU, split between engine and trim as desired) was mostly similar to the default allocation of +5 in every area, except for +7 each for the bottom end, fuel system, interior, chassis, and gearbox, +6 for safety, and +0 for forced induction (a necessary reduction for anything with a naturally aspirated engine, since any techpool cost that would otherwise be invested there could be reallocated elsewhere).

Above: While the Centurion 6.0 is ostensibly a performance car, it doesn't skimp on safety or creature comforts inside, so you'd have no qualms about using it as a daily driver.

In short, the Centurion may have the heart and soul of a sports car under its hood, but it's still a grown-up premium offering as well, with enough usability to complement its performance - and the looks to back it up.