Confessions of an Automationeer, Part 58: Open Beta Test Build Example
After I finally got the open beta for Lite Campaign V3 build of Automation to work properly, I rediscovered the joy of being an Automationeer, but by then, many forum competitions had been suspended due to compatibility issues. Given the long wait before some of them would resume, I was left with no choice but to hone my skills further by building several cars in the LCV3 build, in anticipation of future developments. So without further ado, here is one of them.
An overview of the '92 MTR200 2.0T.
This particular car, the MTR200 2.0T, is quite an important car. First, it's an affordable machine for its time, costing just under $13000 in-game at its launch in 1992, not counting markups. Second, it's incredibly light by 21st-century standards, at just over 1 metric ton; this lack of mass greatly benefits maneuverability, agility, and efficiency. Speaking of which, it delivers on all three fronts: in addition to being able to pull over 1.0 g on a 200-meter skidpad, it can reach 60 mph in just 5.8 seconds, while still returning good fuel economy in the process. On top of that, its brakes are more than up to the task of bringing this budget speedster to a dead stop.
The turbo setup and dyno sheet for the MTR200's engine.
As for its engine, from a modern (late-2010s) point of view it's nothing special, for under the rear deck lies a 2.0-liter turbocharged inline-four running low boost pressure (0.6 bar, to be exact) - a configuration very commonly found in the vast majority of today's cars, much to the detriment of enthusiasts craving the crisp throttle response of a larger normally aspirated engine. However, back in the early 90s, they were much less common than they are now. And despite pumping out no more than around 200 horsepower, it's more than adequate for a car which weighs not much more than a ton; moreover, there is so little turbo lag that its performance is far more accessible than you'd think.
Above: the gearing setup. Below: the suspension settings.
The rest of the car is fairly straightforward, with a mid-grade cloth interior and tape deck on the inside, and ABS but no traction control. The only transmission is a five-speed manual transaxle hooked up to a mechanical LSD, while the brakes are four-wheel vented discs. And with double wishbones at each corner supporting 16-inch alloy wheels, it will easily hang with more powerful cars on twisty back roads.
Eventually I arrived at the inescapable conclusion that, had it existed in real life, it would be a raw, analog contrast to the overabundance of driving aids and other electronic systems found in most modern cars. With ample power, no traction control, a short wheelbase, and tenacious grip, it would have been challenging and rewarding in equal measure. Moreover, the small footprint, good outward visibility and low fuel consumption make it more manageable for daily use - though not by much.
Thus ends my summary of this car build. In the future, I might end up incorporating the MTR200 into the lore of a new company I haven't made yet - but that's another story.
