Confessions of an Automationeer, Part 263: A Sporty Daily Driver From 30 Years Ago

Confessions of an Automationeer, Part 263: A Sporty Daily Driver From 30 Years Ago

As part of my entry into this Discourse Challenge, I made the EMR EL3 3.0 GT (an adaptation of an earlier contest submission) with the intention of positioning it as a sporty daily driver that was still comfortable enough for everyday driving. Here it is:

Above, from top: With its 240-horsepower, 3.0-liter straight-six powering the rear wheels via a 5-speed manual gearbox and a helical limited-slip differential, the EMR ML3 3.0 GT is a potent performance machine, And expertly tuned 4-wheel independent suspension (strut front/multi-link rear) combined with high-performance tires surrounding 16-inch alloy wheels and vented anti-lock disc brakes keep it planted and exciting in the corners, Combined with a premium interior/CD stereo sound system, advanced safety kit, and a sportier (and functional) aero kit, it's as close as you could have got 30 years ago to a one-car solution for more than two people - especially at its $28000 AMU in-game price.

Although I have plans for lesser trims below this one, the 3.0 GT is a fitting flagship for this particular generation of the model line. In short, it's an ideal one-size-fits-all machine.

MechDB Misadventures, Part 30: All-Pulse Laser Brawlgoyles

MechDB Misadventures, Part 30: All-Pulse Laser Brawlgoyles

Due to having an oversized 400-rated Clan XL engine in a standard frame encased in Clan Ferro-Fibrous armor (of which it can carry up to 13 tons), the Gargoyle/Man O' War OmniMech in MechWarrior Online is generally best used as a relatively fast brawler, with a large number of smaller, lighter weapons instead of a few larger, heavier ones. With the introduction of the GAR-M(TSP) variant, this philosophy can be taken a step closer to its logical conclusion by combining its left arm with the C variant's right arm and the E variant's side torsos to yield 16(!) energy hardpoints. One suggestion using all of these hardpoints is as follows:

Above: Mixing the Gargoyle M's left arm with the C variant's left arm and the E variant's side torsos gives the 'Mech at least 16 energy hardpoints - filling them with a 50/50 mix of Micro and Small Pulse Lasers, while using 8 additional Clan Double Heat Sinks to absorb their heat load and spare tonnage capacity, creates a tough, yet fast brawler that can eviscerate anything in a close-range combat scenario, especially against slower targets.

Prior to the introduction of the M variant of the Gargoyle, one of the closest pure energy-based pulse laser brawl configuration to the one shown above was as follows:

Above: Before the GAR-M(TSP) debuted, this was closest we could get to a pure pulse laser-based brawling setup for the Gargoyle, and compared to the one above, it has longer range but is more heat-intensive, wiht only 20 heat sinks instead of 24.

There are other pure pulse laser-based builds based on this chassis besides these two, but the Small/Micro Pulse Laser-based one could well be one of the most effective ones MWO will ever see - as long as you leverage its 12.5 tons of armor and 81.0km/h speed to absorb or evade incoming fire while keeping your cluster of tiny little lasers trained on whatever victim is unfortunate to get in your sights.

MechDB Misadventures, Part 29: Using Component Armor to Absorb Unused Mass

MechDB Misadventures, Part 29: Using Component Armor to Absorb Unused Mass

Although MechWarrior Online does not (yet) support Component Armor, adapting it from the BattleTech tabletop game would be straightforward, since it only requires 0.5 tons of extra mass per critical slot for any component (except for the cockpit, which requires 1 ton per critical slot), and its ability for each affected critical slot to absorb a critical hit before being exposed would most likely be simulated by a per-slot durability buff. For example, adding Component Armor to a Medium Laser (which would normally weigh 1 ton and occupy 1 critical slot) would increase its mass to 1.5 tons. However, this upgrade costs 150,000 C-Bills for every critical slot that the resulting armored component occupies. In any case, for those that can afford it (in terms of spare tonnage and cost), it'd be a great way to use surplus mass for reducing critical hit probability.

Here's a simple example to show where component armor can be useful. This Jenner JR7-F has been configured as follows:

Above: This loadout for the Jenner JR7-F is a ton underweight - but that spare ton of mass can be used for component armor in some places.

Despite having a mass limit of 35 tons, this setup weighs 34 tons - 1 less than its maximum capacity in terms of tonnage. However, even though every critical slot on this loadout is occupied, we can still reach our 35-ton target by installing 1 ton of component armor. There are three main ways this armor can be allocated throughout the 'Mech:

• 0.5 tons for each shoulder actuator (to make each arm more difficult to blow off)
• 0.5 tons for each hip actuator (to make each leg less likely to fall off in the event of a critical hit)
• 1 ton for the cockpit (thus forcing any attacking unit to score two critical hits to destroy it)

All three of these options are as attractive as they are effective - the former two ensure that the 'Mech's firepower and agility, respectively, are less likely to be compromised while it's under fire, and the last of these improves the crew's chance of survival in any situation where its cockpit is more likely to be targeted directly. There's only enough spare tonnage for one of these choices, though, so you must choose carefully as to where you'll apply the 1 ton of component armor this loadout can carry. Just for fun, armoring every non-structural component (i.e., anything not occupied by its endo-steel structure or ferro-fibrous armor) on this loadout requires 15.5 tons of component armor - nearly half of the 'Mech's total mass, and 14.5 more than what it can safely carry.

In short, armored components may be heavier and more expensive (on a per-critical slot basis) than regular ones, but they can be useful in safeguarding against critical hits.

Confessions of an Automationeer, Part 257: One-Ton Wonder

Confessions of an Automationeer, Part 257: One-Ton Wonder

With the Parana P600 and LVC LS60 under my belt, I decided to ask myself a question that I had been thinking about for months: what if I could combine the former's styling with the latter's engine, in a smaller platform? Right from the outset, the first problem that I wanted to deal with was the car's physical size. Both of those builds were quite large, with a width of around 2.0 meters and a wheelbase of over 2.6 meters. This made them heavier than I had intended to be; even the latter weighed 1.1 metric tons, and while this was 160 kilograms less than the P600, it still seemed a bit too much for me. So, I decided to apply the lessons I learned from both cars to create the Macale Imperia - revisiting a Kee-era manufacturer name, but reimagined for Al-Rilma with a nameplate last used on a now-deprecated build from the pre-Ellisbury UE4 days, and made possible in this latest game build due to nearly everything made prior to the Ellisbury update being rendered non-canon.

Above, from top: In response to any criticism that the Parana P600 and the LVC LS60 were too large and heavy, I decided to combine the best attributes of both in the 1995 Macale Imperia - a smaller, lighter car than either, combining the former's styling with the latter's lightweight interior and smaller, higher-revving engine, complete with a 10,000 rpm redline.

Although built on the '88 Copy Cat like the P600, with very similar styling, the Imperia uses the smaller 2.53m wheelbase variant in fastback configuration instead of any of the larger 2.64m wheelbase variants. This results in an even lighter curb weight (exactly 1000kg), giving it a 500bhp/ton power-to-weight ratio in its final form, and thus making it even more eager to get up and go from a standstill or dance around corners, especially with modestly sized 305/35ZR18 rear tires and a 42.5%/57.5% front/rear weight distribution. While it retains the full carbon-fiber body/chassis and manually adjustable four-wheel inboard A-arm suspension of its inspirations, its size (or lack thereof) is its greatest asset, being 200mm narrower, and thus making it less unwieldy in confined spaces. Finally, its suspension. though relatively softly sprung by default, can be set up to be stiffer if necessary.

In short, the Macale Imperia is the ultimate embodiment of what I think an ideal supercar should be: relatively small and light, with a great naturally aspirated engine hooked up to an equally stimulating (preferably manual) transmission driving the rear wheels, and just the right amount of electronic intervention (or even none at all) to keep things in check.

Confessions of an Automationeer, Part 254: A New Take on an Old Flagship

Confessions of an Automationeer, Part 254: A New Take on an Old Flagship

With the deprecation of the body set that underpinned my earlier 1987/1992 KMA KX12 in the Al-Rilma update (which added the '87 Bossa Nova body sets in its place), I decided to reimagine it from the ground up - as an even more upmarket flagship supercar. However, I realized that it would make even more sense as a hypercar considering how much more expensive it would potentially end up being. Taking my earlier 1984 Wolfram Warlord as a basis, I adjusted the morphing zone settings and reworked the aesthetics (for both the interior and exterior), while also adding 50 horsepower and a six-speed gearbox, along with a full carbon-fiber chassis/body and inboard pushrod-actuated suspension to improve overall performance, with the interior being a fully hand-made item (complete with a high-quality CD/cassette stereo audio system) to further justify its top-tier market positioning.

Above, from top: Reimagining the KMA KX12 and KF12 as a fully hand-built flagship hypercar made more sense with the Al-Rilma update - using the '86 Rosso was the only option given that the '87 Bossa Nova's closest equivalent in size had an engine bay that was too small for the engine I chose to use.

At $100k AMU before options, such excellence doesn't come cheap, but you get what you pay for, which in this case is a lot. Then again, this was never meant for large-scale production anyway.

Confessions of an Automationeer, Part 251: A Duo Reimagined

Confessions of an Automationeer, Part 251: A Duo Reimagined

Having created the 2013 AAA Crusader, I began asking myself a question that had been on my mind for weeks: Would this have made even more sense as a 2000s build? To that end, I decided to use it as the basis for the 2005 Wolfram Wolfclaw - and I intended it to be the successor to the WSC-95 concept I'd made in Ellisbury a few years earlier.

Above, from top: Although aesthetically derived from the 2013 AAA Crusader, minor exterior changes helped set the 2005 Wolfram Wolfclaw apart from its inspiration, and a 32-valve dual-overhead-cam-per-bank V8 displacing 5.0 liters replaces the overhead-valve 16-valve 6.0-liter unit the Crusader had, thus guaranteeing WES 9 compatibility. The basic mechanical layout (front-engined, rear-drive, with a 6-speed manual transmission/helical limited-slip differential combo as standard) remains unchanged, however.

Broadly similar in performance to the Crusader, the Wolfclaw is slightly lighter, but more expensive due to a greater use of positive quality points, although given its more premium positioning, this extra quality is justified - especially given the increased redline (7500 rpm instead of 6500). In addition, the two-seat interior was retained - a 2+2 would've been too heavy, cramped, and therefore self-contradictory. Moreover, to more closely align with 2000s aesthetic trends, the roof and pillars are now color-coded instead of being finished in a contrasting color. The result is an even more cohesive and competitive offering for its time. However, it wasn't the only car I recently reimagined as part of my two-pronged plan.

Shortly before I finalized the 2005 Wolfclaw, I dusted off an old manufacturer name from my Kee engine days and created the Macale Manta, a mid-engined, V8-powered supercar with 500 horsepower, peaking near its 9000-rpm redline. This, however, wasn't the original specification - as originally built for a forum challenge, it delivered a more conservative 480 horsepower, and lacked the electronic limited-slip differential and adaptive dampers found in the final version on cost grounds, instead using a simpler helical unit with monotube dampers. Also, the color scheme was changed from a red exterior with a red-on-black interior to a deeper blue exterior with a blue-on-cream interior. Finally, its techpool was increased to a uniform +7 in all areas (except for +8 on the gearbox and suspension), which the Wolfclaw matched.

Above, from top: Duplicating the 2005 Macale Manta I'd previously made for a forum challenge to unlock its full potential was a no-brainer - but I had to increase its techpool allocation to what the Wolfclaw would use just to make that possible, especially since it gave me additional headroom left in the budget for more advanced components compared to the original design.

While the Wolfclaw is a better everyday companion due to its superior reliability, drivability, comfort, and safety ratings, the Manta's more exotic mid-engined look, combined with its slightly higher prestige score and greater sportiness rating (helped by taking 3.5 seconds to reach 60 mph from a standstill compared to the Wolfclaw's 4.1, among other things), make it more of a supercar than a grand tourer by comparison, and in an era and segment where competition was as fierce as it had ever been in real life, this is what would've mattered most to customers.

Above, from top: They may not have been direct rivals, but the Macale Manta and Wolfram Wolfclaw were among the most competitive options in the premium sports car/supercar segment in 2005 according to my lore.

In short, envisioning the 2000s Wolfram Wolfclaw as a brawnier, more refined counterpart to the contemporary Macale Manta (which itself underwent significant revisions after a cheaper, rules-compliant version of it had been submitted for a forum challenge) made a lot of sense for me - and allowed me to make direct comparisons between the two, to more easily justify their place in a highly competitive market. There is also growth potential in both model lines that could lead to additional trim levels - track-focused variants, convertibles, and even actual race cars come to mind - but for now, the base model for each of these cars will suffice.

Confessions of an Automationeer, Part 249: Sharpening the Knife

Confessions of an Automationeer, Part 249: Sharpening the Knife

As a continuation of my work on the 1992 Kodai Kunai, I started looking into what a more highly tuned version of it could be. However, since the donor car was already a highly capable sports car, I knew I had to make the new trim more like a supercar, at least in terms of power output. So I took the GT trim (which I had just made) and created the GT400 trim out of it.

The engine received the most comprehensive changes, developing 400 horsepower on 98 RON super unleaded (up from 276 on 95 RON premium unleaded) thanks to increased boost pressure (1.0 bar instead of 0.5 bar) and larger turbochargers, as well as a high-flow intake and exhaust (catalytic converter/muffler). A shorter final drive ratio (to better harness the increased output) yielded a significantly faster 0-60 mph time (4.2 seconds, down from 4.7), but it wasn't the only factor. Staggered tires (245/40R18 up front and 265/35R18 at the rear) wrapped in 18-inch forged wheels (to accommodate 350mm vented front disc brakes with 4-piston calipers - the rear brakes are 325mm-diameter vented discs with 2-piston rear calipers) also account for the quicker acceleration, and extra grip to go along with it. Also, by setting the weight optimization slider to its lightest setting, I saved 70kg even after installing an aerodynamic undertray (to generate additional downforce in conjunction with a front spoiler in place of the lip fixture, which was moved to the rear). Finally, I retuned the suspension to maintain the base car's sporty feel, albeit sharpened.

Above, from top: The GT400 trim takes the standard Kodai Kunai and turns it up to 11 inside and out.

Aesthetically, this new trim was distinguished by different interior materials (to better match its performance-oriented positioning), hood vents, larger frontal air intakes, a taller rear wing, wider wheel arches, and deeper side skirts. However, such giant-killing performance doesn't come cheap - with the base car having a price of $40,000 AMU, adding the GT400 package resulted in something that cost half as much again ($60,000) when new. Then again, when you consider that its performance figures put it in the top flight of its era (with only very the fastest hypercars remaining out of reach), all that extra money is guaranteed to be well spent.

Above, from top: A side-by-side comparison of both trim levels (with the GT400 now being yellow) reveals how much more aggressive and overtly sporting the GT400 is compared to its progenitor.

There could, in theory, be even more potential lurking within the platform - probably in the form of an even more extreme road-legal trim level, or an actual race car - but for now, the GT400 serves as the ultimate expression of the Kunai line, blending agile handling with addictive turbo thrust in a shapely package that can compete with the best that the rest of the world can offer. And it does all of this at a lower cost than others in its class, in both stock and tuned forms.

What next for the Kunai line, then? As good as it is, pitting it against a Parana P600 would be too much of a stretch, given the Parana's far greater prestige. However, it might be possible to throw it into the lion's den of a future group test featuring at least one other factory or aftermarket tuned car from the same year - and if anything like that were to occur in the future, I'd be looking forward to it.

Confessions of an Automationeer, Part 248: Eastern Winds

Confessions of an Automationeer, Part 248: Eastern Winds

With the Automation Beam Championship currently on hold, even though I've successfully submitted an entry for it, I decided to turn my attention to another Discord challenge. This one was themed around 1990s JDM cars (a favorite of mine since childhood), but was hosted on the official Automation Discord channel. No AI-generated/enhanced imagery was permitted, nor was use of anything that had already been used in any previous design competition, but otherwise, I had free rein as to what I could enter.

This time, I created something completely from scratch - the 1992 Kodai Kunai - and immediately set about getting it ready for the challenge. Built on an AHS (advanced high-strength) steel unitary chassis with some aluminum panels, its dual-wishbone front/multilink rear suspension, tuned for road-biased performance, endowed it with sporty handling and a surprising level of compliance. Combined with large ABS-assisted vented disc brakes at each corner, it could also perform repeated hard stops from highway speeds with no fade whatsoever.

Regarding propulsion, I settled on a 2.5-liter twin-turbocharged flat-six (chosen to simulate a rotary engine as closely as possible within the game engine's limitations) developing 276 horsepower, sent through a 5-speed manual gearbox and helical limited-slip differential to the rear wheels. Other standard equipment included a set of front and rear spoilers (specifically, a front lip and rear wing), 17-inch forged alloy wheels wrapped in high-performance tires, a premium interior with a 6-speaker CD/cassette stereo sound system, variable-ratio hydraulic power steering, traction control, and dual front airbags.

Above, from top: Although originally intended for a Discord challenge, the 1992 Kodai Kunai also serves as a passion project in that it serves as my idea of a contemporary Asian performance car - small and light, with a modest output by today's standards - that can go toe-to-toe with Western equivalents.

In short, the Kunai may not be the most powerful car in its class, but its light weight and small size make it very wieldy and agile on the road, where it's most likely to spend its time.

Confessions of an Automationeer, Part 247: The Ultimate Summer Toy?

Confessions of an Automationeer, Part 247: The Ultimate Summer Toy?

For my last post before my spring vacation in Japan (again - I haven't been there at any time of the year other than summer or fall, so my spring visit will be my first), I'll show you a variant of the 1992 Parana P600 that I somehow haven't yet made - until now. The P600 Spyder (an open-topped roadster variant with a detachable soft top) takes the basic recipe and lops the roof off, with minimal loss of performance, precision, or aesthetics. If anything, it's even more extrovert than the original car, and puts its occupants on display for all the world to see and hear.

Above, from top: Removing the roof from the Parana P600 to create the Spyder variant hasn't diluted its style or performance one bit - on the contrary, it has enhanced it even more.

As I am writing this, the astronomical start of spring is just over a week away; however, it feels like it's summer outside, and in such hot, dry conditions, a car like the P600 Spyder would be the best way to have fun in the sun on four wheels (budget permitting - it still costs $100k AMU in-game, which would've translated to at least $500k in real-life 1992 dollars), at any price point. It may have been reserved for the rich and fortunate few, but those who could've afforded it would not have been disappointed in the slightest.

MechDB Misadventures, Part 26: BattleMaster IIC?

MechDB Misadventures, Part 26: BattleMaster IIC?

Although the BattleMaster IIC is not actually part of the canonical lore of BattleTech or MechWarrior, a recent update to MechWarrior Online has introduced a BattleMaster variant that's as close to it as you can get: the BLR-1GBc "Red Corsair", based on a Star League-era all-energy variant, but remanufactured with Clan tech. Being a pure energy 'Mech, it can run hot if you're not cautious, but it has no ammunition dependency or explosion issues whatsoever (unless you fit regular AMS and some ammo to feed it, and even then, integral CASE - Cellular Ammunition Storage Equipment - in each component will mitigate the effects of AMS ammo detonations), which can be a big plus in long matches in which the risk of ammo depletion is highest. And as with the original BattleMaster, it has an engine cap of 400, allowing you to create surprisingly fast builds for its size, if you're brave enough - the fact that this is a Clan-tech variant (for which XL engines weigh less and require 1 fewer critical slot in each side torso) only sweetens the deal.

One of the possibilities resulting from this energy dependency is a quad ER PPC variant, reminiscent of the Warhawk/Masakari, but with each pair of ER PPCs placed in the side torsos instead of the arms. With a Clan 340-rated XL engine, it can match the Warhawk in speed, and fitting 24 Clan double heat sinks (including those built into, or externally attached to, the engine) gives it more than enough cooling as long as you fire them in pairs. Fit 16 tons of standard armor over an endo-steel frame, add a MkV Clan Targeting Computer, install a Clan Active Probe, and you're good to go.

Above: Emulating the Warhawk/Masakari WHK-Prime on the BattleMaster BLR-1GBC "Red Corsair" by fitting a MkV Targeting Computer and 24 Clan Double Heat Sinks in an Endo-Steel frame encased in 16 tons of Standard Armor creates a 'Mech that, though not as effective as its inspiration due to a lack of weapon-related quirks (or even secondary weapons), can still be a deadly sniper, and may actually be a better option in long battles due to its side torso-mounted dual ER PPCs (two per side torso) being placed high up on the 'Mech, and no ammunition dependency or explosion issues whatsoever.

However, it's also possible to turn this variant into a zombie 'mech by fitting a standard engine and an energy weapon of some sort in the lone center torso-mounted hardpoint. One suggestion with this in mind is as follows:

Above: An all-Pulse Laser zombie 'Mech loadout on the Red Corsair BattleMaster such as this one would be devastating at short to medium range, and crucially, it would remain a threat unless its center torso, head, or both legs were destroyed. Swapping the arm-mounted Medium Pulse Lasers for Small Pulse Lasers to save enough spare mass for a Clan Active Probe or Mk1 Targeting Computer (which would most likely occupy the free critical slot in the head) could be considered, if you want a more heat-efficient take on the same theme.

Using the Red Corsair as an ER Large Laser boat (with six such weapons in total, three in each side torso) with the largest targeting computer available (a MkVII unit) will also give unparalleled accuracy, but with slightly better heat efficiency than the quad ER PPC loadout, albeit with a lower maximum speed, as follows:

Above: Although slightly slower than the quad ER PPC build, the 6x Clan ER Large Laser Red Corsair build with a MkVII Targeting Computer is even more accurate, and easier on your heat gauge.

There are other loadouts that the Red Corsair can accommodate, but these are among the best known.

In short, the Red Corsair Legendary variant of the BattleMaster may not be an actual BattleMaster IIC, instead being closer to the Inner Sphere's Warlord (which also has an all-energy loadout, but weighs 5 tons less than the BattleMaster) in concept, but it takes some of the best bits of both 'Mechs and combines them into an ammunition-independent assault 'Mech that can fulfill many roles.

Confessions of an Automationeer, Part 243: Resolution Fulfilled

Confessions of an Automationeer, Part 243: Resolution Fulfilled

Having previously stated in my list of 2026 New Year's Resolutions that I had wanted to conclude the challenge I'd commenced at the end of the previous year, I managed to do just that. Admittedly, I took longer than expected, but still managed to do so without stirring up too much controversy. So here's how it went down.

In the Discourse QFC (Quickfire Challenge) prior to the one I recently hosted, I secured a top-5 finish on the strength of my engineering skills, even if my entry's exterior design was average at best. So, I decided to make plans for hosting the next round, just in case I got the chance - and I did, after the rest of the top 5 finishers passed on that responsibility. Looking to previous QFCs for inspiration, I eventually settled on a late 2000s setting, with the premise being that, having dreamt of driving through the European Alps in an open-topped supercar for a few decades, you, the client, had finally saved enough cash to buy one yourself and live that dream.

I started by defining a rule set with that particular premise in mind, before listing the client's priorities in descending order of importance. Exterior design, overall sportiness, and prestige sat at the top of the list, with safety, purchase price, overall running costs, and environmental resistance at the bottom, while I placed drivability, comfort, and reliability between these two extremes. In addition, I limited rear seating to +2 (if fitted), and made AWD an extra-cost option ($2500 across the board, except for advanced AWD, which costs $5000). With all the requirements and objectives set, I launched the round - but not before I adjusted its ruleset in response to user feedback.

Above, from top: All 24 cars I received and reviewed for QFC67, arranged into three groups of eight, with the best-placed car in each group qualifying for the final stage.

Over the next two weeks, I received two dozen cars, and the quality of entries was... a mixed bag, to say the least. Some were outright horrid and had no chance of reaching the top 3 (with one even being dismissed right off the bat due to rule violations, although in fairness, it would still have placed at the bottom anyway); others were decidedly average or turned out to be too inconsistent for further consideration. Within the top 8, however, the competition was particularly intense. It took a while, but I finally narrowed it down to three: the Mancini 538 Evo, the Bovos XBC Veloce Spider, and the Montiel Satra. As the highest-placed cars in each of their respective groups of 8 entries, they would face each other in the final stage of judging.

Above: The top three cars from left to right - the Bovos XBC Veloce Spider (orange), Mancini 538 Evo (cream), and Montiel Satra (purple) - emerged as the best entries in each group by fulfilling the brief better than their competitors. But which of those three would take the crown?

The Bovos claimed the bronze medal, being a strong contender in isolation but lacking the visceral appeal of the Mancini and the everyday usability of the Montiel. The Montiel, with the lowest base price among the top 3 cars, made a very strong case for itself, but with the heart ruling the head (rather than vice versa), I put the Mancini on the top step by a whisker. Even if the Montiel had a lot more quality and/or advanced technology invested into it (with a commensurate increase in price), it still wouldn't have finished first overall.

Above: A different spec of the winning car (the Mancini 538 Evo), with a blue exterior in place of the cream one the original entry had.

In the aftermath of the round's conclusion, I made (and shared) an Excel spreadsheet file (compressed to meet Discourse file size requirements) containing all the cars' vital stats. By that time, however, I'd already fulfilled my most important New Year's resolution for 2026: to show the Automation community that I could still host a Discourse challenge, and handle it better than I had ever done before. In short, this challenge was as enjoyable as I had hoped it to be - considering the next QFC didn't even have a third of the number of entries this one had (and the QFC after that one had exactly half as many as the one that's the topic of this post), that's saying something.