Confessions of an Automationeer, Part 275: The Fourth Crusade

Confessions of an Automationeer, Part 275: The Fourth Crusade

I was initially happy with my reimagining of the 1992 AAA Crusader (built on the '92 Evade with a 2.53m wheelbase) for the Al-Rilma update, until I realized that I could do even better on a different body set (specifically, the '87 Bossa Nova in front-engined configuration with a 2.4m wheelbase), so here it is:

Above, from top: If the AAA Crusader of the 1990s was based on the '87 Bossa Nova in front-engined configuration with a 2.4m wheelbase instead of the '92 Evade (2.53m wheelbase), this would've been the result. It's cheaper and simpler, but no less alluring. If anything, it may be an even more attractive proposition than the larger, heavier previous version.

Admittedly, the Bossa Nova is quite awkward to work with due to a lack of vertical engine bay space, and the limited number of morphing zones don't help, either. I did a better job than expected with it, though, and the result is a much leaner, meaner offering (320 horsepower and 325 foot-pounds of torque from a 5.0-liter all-alloy overhead-valve V8 with a 7000-rpm redline, hooked up to a 6-speed manual transmission, and all wrapped up in a galvanized steel body/chassis with alloy hood and doors for a lean 1285-kg kerb weight, distributed evenly across both axles) with a fully detailed interior (a personal first for this body set). The result is a 175-mph top speed and a 0-60 mph time of 4.7 seconds - very quick for 1992, and enough to trade blows with actual supercars of the era in the hands of a skilled driver, even on a challenging road or race track.

In addition to this, race-bred suspension (dual-wishbone front and a multilink rear) and brakes (13-inch 2-piston vented discs up front and 12-inch 1-piston vented discs at the rear, with ABS assistance for both axles), combined with 17-inch forged wheels wrapped in high-performance tires (225/45ZR17 front and rear), provide a blend of class-leading ride, handling, steering, and braking when combined with variable-ratio hydraulic power steering. And even with a premium interior and CD/cassette stereo sound system, along with dual front airbags and switchable traction control, it's still very affordable for its time, with a base price of $30,000 AMU in 1992 - which would've made it an incredible bargain.

In short, this build took a lot of work to get right on the outside (primarily due to its 1.7m width and 4.0-meter length that almost messed up the proportions of the exterior - until I chose the front-end design shown above), but was much easier to finish on the inside, especially engineering-wise, and shows that even a relatively awkward body set like the Bossa Nova can still yield decent results at the very least if you know what you're doing.

Update 1 (2:30 pm, UTC+7, November 7th, 2026): I tried shrinking the wheel diameter at both axles to 16 inches (instead of 17 inches), and made the front brake discs an inch (25.4mm) smaller in diameter, in addition to moving the weight distribution as far aft as possible (49% front/ 51% rear) with the leftover budget, creating a separate trim to accommodate these changes. The result looks like this:

Above: A 16-inch wheel fitment on the reimagined Crusader IV actually looks even better than a 17-inch one - in addition to increasing the tire profile from 45 to 50, it also saves 5kg when combined with the decrease in front brake rotor diameter from 13 inches to 12.

The result is a more lighter (by 5kg) and more comfortable car (in terms of ride quality) that still retains its ability to provide big thrills for a relatively low price -  a combination few can resist.