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.