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The Automotive Field Guide. Real-time technology is turbocharging the automotive industry from initial design to the dealership floor. Download our free Automotive Field Guide and find out how Unreal Engine-powered workflows are transforming your business. Download now. Key features. Slide 1 of 5. Image courtesy of Ferrari S. Achieve visuals out of the box that are as real as it gets. Image courtesy of David Baylis. High compression ratios make for overall better power output, as the fuel is detonating in a smaller space, giving more power overall for the same amount of fuel in the chamber.
Setting the compression too high however will cause knocking due to the heat of the compression, severely reducing efficiency of each cycle as well as potentially damaging the engine. Cam Profile: The cam profile largely dictates how the engine will be run.
The cam profile is what determines how large the lobes on the camshaft are in regards to how long to hold the valves open amongst other things like spring stiffness. A lower profile generally means higher low end power and fuel efficiency which is suitable for most family and utility purposes since less fuel is burned. Low cam profiles do generally increase knock chance since smaller amounts of fuel burn hotter than a more densely filled area.
A higher cam profile tends to turn the engine into a very high power engine, with a nearly vertical torque curve, and is generally suited to cars where high RPM power is preferable over fuel economy and general engine smoothness, since it sucks in more fuel and blows out more air sometimes simultaneously, which is why fuel economy goes down.
High cams work well with high compression engines since the camming adds a lot of fuel per cycle which keeps the temperature relatively low compared to a lean burn. You generally tweak the cam profile to push the torque peak to one end or the other, where a high profile makes a peak at high RPM, and a low profile moves that peak to lower RPM.
Generally, going below 20 cam profile actually may harm the performance of the engine at anything that isn't idle speed though there are reasons to do so depending on the engine such as extremely large utility focused engines. VVL Profile: If you have installed VVL into the engine while selecting the block, this is where you'd set your second cam profile for the engine, which allows for hybrid function engines depending on where the engine is in their specified RPM range for each profile.
VVT: Variable Valve Timing allows for an adjustment to be done on when the valve opens and closes in the engine in accordance with engine speed.
This is done through various means. Practically, this improves power across the entirety of the band, as well as fuel economy, and fuel emissions. You will especially notice the effects of VVT on very aggressively cammed engines, there will usually be a noticeable "dip" before the car "jumps on the cam" and actually increases in torque noticeably.
With VVT, especially DOHC VVT on each cam, you should notice that the low end power is significantly higher, and there will be less of a bump in power, leading to a smoother, but still near vertical torque curve. Such as this example. Don't worry about the internals, this is just an example. The effect applies to engines with low cam profiles too making for more power at the high end on cars with below usual cam profiles.
Currently there are only turbochargers available for use in Automation. They become available in '75, and they effectively boost the power of the engine by applying extra pressure into the engine versus a naturally aspirated engine, which sucks air into the engine naturally through the intake obviously. Naturally aspirated engines tend to have rather "nromal" power curves, for lack of a better term.
They'll gradually go up in power as the throttle is depressed, and they usually handle fairly well in most RPM ranges when compared to using a turbo. Turbochargers on the other hand use a compressor and turbine, powered by the exhaust of the engine to suck extra air into the intake, "boosting" the engine by adding extra pressurization to the piston chamber.
They can be setup to provide boost at almost any range of the torque band. Generally smaller turbos work best to provide increased fuel efficiency at low RPM, since a smaller turbo is easier to spool up, but provides less boost. A large turbo can provide massive boosts to torque, once they spool up completely. This can create torque "mountains", which while not necessarily easy, nor fun to drive lead to massive boosts in power at the peak of the boost.
Turbos, while they will work with Carbeurators, generally should not be used with them if it can be avoided. Turbochargers add pressure which carbeurators typically aren't designed to handle, and as a result are restricted to providing a low level of boost before it starts to damage the reliability of the carburetor due to over-pressurization.
Since the carb throttles air on it's own, adding extra pressure usually will mess with how much fuel goes into the engine, and in the worst cases, break the throttle plate when the throttle is lifted at high pressure, or even worse, backfire the fuel into the carbeurator due to the pressure, possibly blowing the fuel system clean off the engine. Here's an example of how one engine will perform a mid sized V8, with default bore and stroke before, and after the addition of a moderate sized turbo.
Turbochargers in Automation seem to confuse a lot of people, and that's okay, mostly because turbos sort of don't make much sense right now in certain areas, at least until the forced induction overhaul.
Turbo Basics. The fuel system itself is how the engine actually gets it's air and fuel mixture in order to run the ignition cycles. There are two major types of fuel system, carburetors, and injection, each with multiple variants and configurations.
Due to character limits, this category has been split in two. The last step of actually assembling the engine would be the exhaust system.
The exhaust is responsible for getting the waste products of the fuel ignition out of the engine. It's also a large factor in reducing the noise actually generated by the engine with mufflers which reduce the sound of the exhaust pressure. Which type of header, or piece of exhaust that hooks up to the engine will also affect the overall performance of the engine, and how big of a pipe that comes after that can help run the engine a bit more efficiently due to harmoniously pulling out the exhaust.
Engine design warnings are relatively easy to fix, fortunately. This section here will cover the warnings you're likely going to run into. Keep in mind, you aren't actually required to fix all of these issues if you don't want to. If the engine fails as a result of the issue though red warning , you won't be able to use the engine in that configuration.
Engine Doesn't Fit:. There are a great deal of ways to make drivable engines in Automation. Ideally, a drivable engine should have a torque curve which goes up somewhat quickly, and then flattens out for quite some time until the torque eventually drops off, such as this example here. This is tiny, and also likely to be rather expensive, however, the curve is just about perfect for making a drivable car, and the power isn't insane, so the driver can keep control of the car.
The fuel ratio is as lean as it gets, and the cam profile is a relatively low value of 23, which makes for this type of curve. The exhaust is also clamped down a little bit to make for that perfect low end torque curve. This engine is fitted into the front of a 1k kg car transversely, which leads to just slightly under a. Sporty engines are relatively simple to go about designing, ideally, you want high end power, and a gradually increasing torque curve. This is another V8 example, except this one is currently seated in a mammoth of a SUV, with a weight in excess of 2k kg.
As a result, this engine is rather large, with a 5. The fuel system is a single intake Multi Point. This engine can fall into many categories, but it's extremely expensive. The low end profile is set to 8, and the high end VVL profile is set to 50, which leads to decent power across the entirety of the band, with peak torque at 3.
Of course, we can't leave out the V This engine is designed to fit into supercars, and as a result is rather small, and has an insanely aggressive cam profile maxed out at Direct injection, throttle per cylinder, runs on premium gas, rich as the fuel system will allow, and has an open exhaust, with double reverse flow mufflers, with added bypass valves.
Making a supercar engine is relatively easy, just max out basically everything except the quality slider, though you can and you're good to go. Utility engines are relatively simple, they need as much low end power as possible to move heavy loads effectively. High end power is basically irrelevant, so huge, low speed engines work well here. This engine is a rather "american" it means oversized V The cam profile is set as low as a value of 5 to bring the peak torque as close as possible to idle speed, this enables the truck to move with a heavy load from a standing stop relatively easily.
The engine is also running as lean as possible, using a twin four barrel carb which is probably a bit overtuned. However, it helps reduce the distance from the intake which in turn stops knock.
While fuel injection may be reasonable here, it's pretty expensive compared to a carb. Running the engine lean also fits into the general archetype of the standard utility crowd, which doesn't want to pay out the nose for gas. The exhaust runs into a single clamped down pipe, with a standard three way cat, which shaves off a lot of cost on top of moving the peak torque back even further. Making a budget engine seems to be rather hard for a lot of people. People like fancy features and all.
If you're shooting for a budget engine, stop that. This is an extremely basic, barebones economy engine for a small family car. It's a standard size 2L inline 4. It's got a slightly below normal camming of 33, and it's running off of a single barrel ecocarb. It's got short cast exhaust, and a single baffled muffler. The torque curve might be a bit disgusting, but it's cheap, compared to pretty much every other example i've shown so far.
The whole point of a premium engine is that it's big, doesn't rattle much, and still has good power to come out of it. It doesn't need to be sportscar tier, and in a lot of cases, sportscar camming is actually bad. Looking at the torque curve here, you've probably noticed how similar it is to my drivability example above.
That's because premium engines, for optimum smoothness have low cam profiles. This engine in particular is a V12, with a single quad barrel carb, with a relatively high fuel enrichment at a The engine is extremely smooth, and hooked up to a twin tubular exhaust, with dual reverse flow mufflers to quiet down the engine as much as possible.
Everything in Automation has stats, and usually an associated chart to go with it. You obviously want to aim for the highest stats possible, every time, right? Price in particular is a dealbreaker if it's over what your target can afford. High stats usually mean high prices, amongst other things. Each demographic and each country's population separately cares for specific stats, more than others.
A person buying a City car, to get them to work and back home, and maybe to the store, probably won't care too much about the top speed of the car for example. While on the other hand, a Muscle car driver very much cares about that speed, and how quickly they can get there. The person buying the car for Offroading probably won't care about either, and is more concerned whether or not their car will get stuck in the mud.
The Five Key Stats. Designing the car itself is a little bit complicated the first time you've done so. Both in terms of visuals I don't cover this, as i'm bad at it , and in terms of how you actually want the car to perform. The very first step was selecting which type of chassis and suspension the car was using, and then you have your now hopefully completed engine.
The last, and most important part is putting all of those features together into a trim. The trim is where everything you've done so far finally comes together. The trim determines what type of body the car has, and what the consumer interacts with almost entirely. I'm going to try and show as many trims as possible, and explain the markets that tend to buy them. The Sedan. The drivetrain is what connects the engine to the wheels, and it's what regulates the engine speeds.
There are four drivetrains that you can use, though it's quite likely that most options will be blocked out, depending on the engine placement, which I covered earlier a little bit.
The drivetrain also includes the transmission, which is key to making a functional car that can actually accelerate reasonably, which will be covered in the next section. The drivetrain also has a differential, which allows the car to steer without actually bending the crank, and other metal bits that drive the wheels, since the outer wheel has to spin faster in a turn.
Drive Type. This section was originally part of the Drivetrain section, but I've run out of space and have split this category in two to add more detail for both sides. Essentially everything here is a type of gear.
The wheels are what make the car move, and also what make the car stop. They're also notorious for mixing measurement systems because we've decided that it's okay to do that apparently. The wheels and the suspension are key in how your car performs in almost all respects. The engine applies power to the wheels, the wheels move the car. Tire Construction.
Tires have different costs associated with the car going faster, this is to reflect the effort which goes into making sure the tires don't literally come apart at the seams at high speed. Note, this table was made for a model car, year appears to shift the prices significantly in earlier years, to the point where a relatively "normal" Q class tire costs five times what's seen here.
I also think i'm missing a few tires at the very low end of speed as well. Tire Grade. The brakes on the car are one of the critical components in the car. Basically everyone wants to have good brakes on their car, regardless of the demographic, unless it's before , and people don't really care. Another neat little detail about tires, and grip is that the brakes need to be able to use the tires to actually stop the car.
Tiny tires will give bad braking distance compared to larger, and wider tires in general. Ideally, unless you're building a utility vehicle, you want just enough brake force to lock the wheels.
That means matching the force to the grip the tire can provide if possible, without going too far over, especially before ABS is invented. Utility vehicles need brakes which DO go over the normal locking threshold, since they weigh down the vehicle more, giving the tires more grip, and more mass that needs to be slowed down.
After ABS is available, there usually isn't a significant penalty for exceeding brake force relative to tire grip, unless the brakes massively overpower the tires. Brake Types. Aero is relevant for most cars. Drag and lift or downforce for example affect how well the car will perform at increasing speeds. Various undertrays are available as options to help reduce the drag and lift on the car sometimes undertrays can make the car lift more, depending on trim. Late game there's even an option for a downforce undertray which instead of causing lift, pulls the car down.
Lift can be good or bad. Lift means that there's less weight being applied to the tires, which usually means less grip, and a more dangerous high speed steering profile. On the other hand, lift reduces weight going towards the ground, and might help with acceleration a bit assuming the car doesn't actually lift off of the ground. Downforce is the opposite of lift, and is provided with wings and lips as fixtures, though some chassis types come with some native downforce.
Downforce gives the tires more grip, in turn enabling them better steering results, at the cost of overall speed at the high end since the engine has to push more effective weight forwards. Additionally, there are active technologies, such as an active wing, and cooling flaps, which do a variety of things. An Active Wing tells the game to treat the rear most wing as an active wing.
What that does is instead of the wing being a static simple wing, it adds hydraulics to the wing which allows it to shift position as the car increases or decreases speed. This allows for higher downforce, while also reducing drag at the cost of weight, complexity and monetary cost of the hydraulics. Lastly there's cooling airflow. Cooling down the engine keeps it cool, and running reliably. Not cooling down the engine as much reduces drag, and may actually help with fuel economy, at the cost of potentially damaging the engine.
This is usually done with electric actuators controlled by internal thermostats which open or close the vents as required to keep the engine running at the optimal temperature. Brake airflow is a slider determining how much work goes into ensuring air can pass over the brakes and pads, which will in turn enable the brakes to cool off quicker with more exposure to moving air.
This has some impact on the aerodynamics of the car, and will usually slightly reduce top speed, and make fuel economy marginally worse, but it is a viable option on cars where large brake rotors simply won't cut it. It is an additional cost of up to at most 6 months of engineering time, but can be well worth the investment, especially on sporty, or utility oriented cars.
The interior of the car is rather easy to figure out. Better interiors are more expensive, and more comfortable. End of story, right? Kind of. The interior that you choose will have a variety of things that they do. Bench seats , while often necessary for family demograhics are rather uncomfortable.
Putting more seats into the car will often be uncomfortable as well, since more seating means less space for actual people.
It's going to matter significantly which car you are going to be doing the seating for. A sports coupe with only one row of seats has no business having a three person bench seat in the front. A commercial van on the other hand might need that third seat however though usually not.
Additionally, you can add optional rear seating into most cars which have more than a single seat row. They aren't the same quality of seat as a full additional seat, however, most optional seating is just that, optional.
That means that the seats can generally be folded down, or are designed in a way in that they CAN accept a person, but can also reasonably accommodate cargo. Optional seats can allow a car to fit into multiple markets, and is a viable option on quite a few car types, such as Family Utility, or rarely Light Sport.
Each tier of interior quality not the slider is going to be more expensive, and heavier than the last except for sport, which is special in that it weighs in between a premium and standard interior. Higher quality interiors also have a benefit in that they offer better sound insulation against the engine except for sport, again, which is specifically designed not to insulate against the engine. Remember though that the interior quality tiers get more expensive as seats are added to the car.
A single seat hand made interior is going to be pricey, but usually not at pricey as a 9 seat people mover with a Luxury interior. The type of entertainment matters as well. Newer entertainment costs the same as the previous tier in terms of mass and engineering time assuming we ignore familiarity , but not cost.
In some cases though, you'll have the choice between one type of basic or standard item. Usually people will want to buy the new format over the previous one, unless they're budget strapped, or the format is so new that putting them into a car is prohibitively expensive, such as the introduction year of CD players over cassette players.
It won't be as good as an equal tier system of the next format, but the prince difference will usually be significant. Safety is extremely similar to the interiors. Better safety standards are almost always preferred, but safety can get weighty and expensive. The issue with basic safety is keeping the car street legal, since it cuts out a lot of tech to barely scrape by.
Standard safety is the standard, and should be normal for all models. Almost every car you produce should have standard safety measures. Advanced safety is cutting edge safety, like a collapsing steering wheel column in the '50s. Advanced safety packages are expensive, and heavy. However the investment is usually worth the cost, especially in markets where safety is a huge concern, such as the Family market, regardless of wealth and country.
Safety is also the only factor in a car which increases the weight of the car through use of the quality slider, which is a notable thing. Power steering is almost required on some models of cars, especially once they start hitting over a ton. No matter what, power steering is going to be harmful to sportiness of a car, but improve drivability, though electric variable steering near the beginning of the '00s comes close to being as good as a car without power steering.
Power steering, depending on the type used will generally remove the ability for the driver to feel the road when compared to a manual steering wheel. Power steering on the other hand significantly reduces the physical effort that goes into actually steering the car, and is almost always required on a front engine car.
Drivers aids in most cases require an ECU, which means they can't use a carbeurated engine. Traction Control and Electronic Stability Control serve two similar purposes of trying to keep the wheels from spinning. They are a rather significant investment to engineer, but nearly every demographic appreciates it, unless they can't afford it, and they largely improve the car overall.
Traction control is focused on wheelspin, and actually doesn't do much if the car doesn't produce enough power to spin the tires. ESC is traction control, combined with other equipment and tech to help the driver control the car in the event of a skid. That as a result directly adds to the drivability stat for steering the car. Launch Control with ESC throttles the drivers input to the engine, restricting the engine RPM until "launch" is achieved, almost eliminating wheelspin in the process.
Most demographics don't need launch control, since most drivers don't floor the gas at a standing stop. For demographics which do do that however, like Muscle, Sport, and Track especially, it's usually a rather large boost for desirability. The suspension isolates the bumping of the wheels from the rest of the car. How the suspension is tuned also has a major impact on how comfortable, and how sporty the car can be.
All suspensions have some form of spring, and damper. The spring keeps the car from hitting the ground, and the damper makes the spring not repeatedly bounce the car after leveling onto straight terrain. Sway bars are also covered here, and they keep the body of the car on the ground by holding together both sides of the car, reducing roll relative to the axle they're attached to, and the likelihood of a flip under normal conditions.
On some cars, a sway bar is optional, but usually not. Trims are vastly more complex than the engines themselves, since there are so many factors that play into them.
Quite a lot of the issues you'll run into can actually be ignored if you've already tried fixing them to the best of what's available at the time. Bad brakes are an obvious example in , since you're stuck with single shoe drums. All cars have the five key stats, and four secondary stats that drivers will look at, each grouping having different base statistics, which are then modified by the modifying stats that go below them. Some buyers will look at specific stats, which are special subcategories.
Stats are calculated with key stats as a base, and then additional modifiers added or subtracted in separate groups. Handling and Brakes, Drivetrain and Performance, Chassis, Suspension and Wheels, and lastly the Interior will all have separate modifier groups that will add or subtract from the base scores for the overall final result. The markets of automation is who you're trying to design a car to cater to.
Each market has it's own subsections of what people want, sometimes favoring one thing over another, even though the market should, in theory be largely similar. I'll try an explain these markets dividing them into chunks, starting from the top of each row and going down from there. There's a few terms which aren't very well explained without having to look them up, so i'm going to try and put everything you'd probably have a question about here.
For the sake of completeness, i'll also add in stuff we've gone over already as well. Trim: The specific setup for the body type in particular. Wheel Base: How far apart the axles are from each other. Track Width: How wide the axles are, before rim offset. Family: The base configuration of an engine, such as it's block type and valves.
Variant: A variant of the family of engine. Can have a variety of changes, including sizing and fuel system types for example. Fill Factor: How much space in the engine bay the engine itself takes up. A higher fill factor requires more time to figure out where to put everything else, and increases engineering time, and service costs. Oversquare: Bore bigger than stroke. Undersquare: Stroke bigger than bore. Displacement: How much fuel in terms of volume the engine can hold assuming all piston chambers are filled.
This is measured in CC, or cubic centimeters, or in the US, cubic inches usually. Bore: How wide the piston chambers are. Stroke: How tall the piston chamber is, measured from intake valve to the lowest point the piston can go in a cycle. Bottom End: Piston, and crank assembly. Top End: The valve system, along with the camshaft s. Octane: A measure of a fuels resistance to knocking, and a measure of how efficiently the fuel is being used. Ideally, a car should use all octane, but not exceed it.
Knocking: A knock, or "ping" is caused when some of the fuel preignites before it's supposed to in an ignition cycle. Any knock at all is harmful to the efficiency of the engine. Valve Float: Valve float occurs when the valves are unable to completely close in an ignition cycle, usually due to high RPM. This results in the valves "jumping" the cam, as a result of momentum.
This is usually very detrimental to the longevity of the valves, and engine as a whole. This is how quickly the crank makes a full degree rotation while running. Higher RPM ultimately delivers more power assuming torque remains the same or increases. Scavenging: Refers to exhaust pulses from each piston "lining up" and helping to pull exhaust from the most recently emptied piston chamber.
A good exhaust ideally scavenges every last bit of exhaust out of the piston chambers before the exhaust valve closes. Overdrive: Can mean two things. Currently, more than cars are available on 3DTuning. Please make sure you are logged in. Once you are logged in and on Tuning page, Save icon appears as a small diskette in the upper right corner, just above the color plate. Saved cars will be for your disposal in your Garage.
Once you are logged in and on Tuning page, Background button appears as an icon with mountains in the lower left corner. Pls also note, that when using custom backgrounds you can also change the color theme for the menu icons, just press the button left to Background.
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