Trafikjournalen (Test: 1955 TORSHALLA POESY KOMBI)

[abg7]

Thank you for the review - you are spot-on once again! The Kingbird is certainly a complicated machine for its time, which makes buying a used example a gamble - but one that can pay off massively in the end if you find one that’s been well-kept and can afford (and are willing) to keep it in good working condition over the long term.

I also made a few lesser trims that don’t have the air suspension (or the adaptive dampers, in the case of the base model) as standard (as is the case with the submitted trim), which means those have fewer things that can go wrong, but they obviously aren’t as comfortable as the trim I submitted for this review.

[Knugcab]

Since the market is limited for specialty vehicles like this in Sweden, I guess that the importer concentrated on this trim anyway. (IRL it probably would have been this one).

[abg7]

Judging by your review, it seems that the importer made the right decision - among all the trims I made of this car, it’s the one that’s better suited to a trip across the continent than any of the others. It is, in fact, not the most powerful trim I made; speaking of which, that one has a manual gearbox and steel springs - but that version would certainly need a separate review.

Anyway, your writing style is among the best I’ve seen on this subforum - keep up the great work!

[Knugcab]

REPRINT FROM #14 2017
CLASSIC CAR PAGES: YURO SABRE 25 YEARS

JAPAN’S SECRET WEAPON

Some details may appear a bit clumsy judged by modern standards, but overall the design of the Sabre has stood up well to the test of time.

“$67000 AMU for a Yuro”? Many of us thought that they had gone completely bonkers back in 1992. But in hindsight, few halo cars have been as much of an image booster as the Yuro Sabre. And for a supercar, it sold in great numbers. It is easy to say now that they did everything right, and that it is easy to see why, but back then, the scepticals were many.

That was, until they had a chance to test drive one. The first thing that struck you was how easy it was to drive. Remember, this was 1992 and we had just left the 80s behind us. Sputtering on idle, heavy steering and huge blind spots were seen as acceptable in a supercar. This was like driving any regular passenger car, the power steering was light and a traction control system meant that you didn’t have to choose between frying the clutch or the tyres when taking off.

And took off, it did. 4.3 seconds to 100 and a 310 km/h top speed is still respectable figures today, let alone in 1992. Still, it was done without cramming the vehicle full with advanced (and fragile) technology. A 286 hp V6 does not sound impressive by modern standards, but it was a sweet little powerplant, built with high levels of quality. And with the low weight of 1060 kg, the power output was more than enough. The extensive use of high strength steels in the structure for the era meant that it could be built lighter but still be as strong. To further save on weight, the outer panels was made out of aluminium. Double wishbone suspensions front and rear kept the car planted to the road, further helped by adaptive damping. By todays standards, the tyre dimensions are almost family car like, 195/55R16 up front and 225/45R16 in the rear - but sticky rubber of high quality meant that it had values of 1.18 G at the skidpad in stock condition. The large vented disc brakes stopped the car in short distances - at least the first time. They were known to be a bit sensitive to fading when driven hard, something that could be solved with uprated brake pads.

Major drawbacks? Honestly speaking, compared with other supercars, not very many. This was a supercar of the new generation, with mindblowing performance and great handling, that yet was easy to drive and a lot more forgiving for mistakes than they were some years earlier. Maybe “Yuro” did not sound as well in most peoples ears compared to some of the heavier names among supercar manufacturers, but over time that changed and the sleek Sabre got a cult following.

Of course, to stay competitive, the model could not stay in 1992 forever. Upgrades were done over time, but the concept was still proven to be solid. Solid enough to get a facelift in 1998, an improvement according to many people while others prefer the more “classic” look. Fact is, though, that the later cars were even better at everything.

But all good stories must come to an end and in the case of the Sabre, it ended in 2005. It now had done its job with boosting the image and sales of the Yuro brand, and finally could retire, missed by many people. And considering how much money Yuro had to put into development of the first (and only?) generation of the Sabre, the decision not to replace it was probably wise, even if it felt like a shame. 150 examples were built of the 2005 Sabre Finale. Even faster, and an even better handling car, than one could think of in 1992.

Many people had to watch these four round taillights fly by them in the 90s, with no chance of catching up.

Being back in a mint condition 1992 Sabre 25 years later I can clearly remember what an impression it made on me. It is still as impressive. Sure, it has been surpassed by more modern cars, would be a shame if not after 25 years, but it strikes me how it doesn’t feel old at all. Everything I remember is there. The nice and peppy V6, the wonderful 5 speed manual, the comfortable interior that felt almost revolutionary in a world of spartan supercars. The mindblowing handling, the amazing performance…

It felt like a shame to finally have to step out of the car. Even more of a shame that I will probably never have the chance to get one. The prices of well maintained Sabres are steadily rising, it is many years since they had hit the bottom and even then, they were far from cheap.

And even though 1992 does not seem like long ago, it is a quarter of a century, and the Sabre can absolutely be seen as a modern classic by now.

Happy birthday, Sabre!

(Thanks to @variationofvariables for the car!)

[variationofvariables]

Aye, and thank you for the review!

[Knugcab]

REPRINT FROM #1 1967
COMPARISION REVIEW: EARL EAGLE CUSTOM WAGON vs. IP ICARUS 2200DX WAGON

WHEN EAST MEETS WEST

The IP Icarus (green car) tries to hide its asian origins by looking american. The Earl Eagle (blue car) has a more international look to it, but as we all know, made in USA!

For an almost identical price, you can get a small american wagon, or a big asian one. Sounds like the choice is almost obvious then? Well, roughly it means that they are closer in size than you might think. The Earl is built on a 3 cm longer wheelbase, but is 5 cm narrower and actually almost 4 dm shorter than the IP. But except for the Royalist luxury limousine that is hand built in very few examples every year, the Icarus is IP:s largest car. The Earl, on the other hand, is considered a compact in the US. To make the comparision as fair as possible, we compared them with a 6 cylinder engine and manual transmission, and then the prices ended up very close - $13500 AMU for the Earl, $13600 AMU for the IP. But if you are in the market for a station wagon, and are willing to look outside the more common european brands, which one is the wise choice then?

DRIVING CHARACTERISTICS
The IP is of course more clumsy with its larger overhangs and width. Parallell parking might be a struggle, or maneuvering in tight spots. Handling is secure and stable, it is not the car that you toss around the corners like a sports car, it will understeer when pressed to hard, but it gives you a warning in time.

In city traffic we sure prefer the Eagle with its smaller outer dimensions, and the unusual for its class power steering. On the open road it feels stable, but it should not be pressed too hard in the corners. It will result in a plowing front end and squealing tyres even at moderate speeds. Having to suddenly swerve for something may end up in an unpleasant surprise. Both cars were equipped with radials, but in the case of the Eagle they were on the narrow side for such a large car. IP had wider (175 instead of 145) radials of the reinforced type. Also, it is running a more modern individual rear suspension than the coil sprung solid axle used by the Earl Eagle.

The Earl has drum brakes all around, the IP has discs up front on the 6 cylinder version (only optional on the 4 cylinder). Stopping distances for the Earl is fair at 55.1 metres, the IP stops in a shorter distance of 50.1 metres and the discs has eliminated the fading problems.

The conclusion is that both vehicles have their drawbacks. IP in city traffic, Earl when driven hard.

VERDICT: IP *** - EARL ***

PERFORMANCE
Six cylinder engines in relatively light cars should mean good performance, right? And yes, it does, at least for the 108 hp IP that accelerates from 0-100 in 11.7 seconds and can reach a top speed of 189 km/h. 80-120 takes 8.16 seconds and it does the quartermile in 18.67 seconds. The 100 hp Earl is a bit more sluggish. Reaching 100 takes 14.3 seconds, far from a bad number though, and it can reach a top speed of 176 km/h. 9.12 seconds is the time it takes to accelerate from 80-120 and the quartermile takes 20.7 seconds.

VERDICT: IP **** - EARL ***

COMFORT
Generally, the Earl is better. It is sprung a bit more firmly than the IP, but the seats gives better support for your back, it has better sound insulation and the power steering means that maneuvering is very pleasant. The engine is quieter too. IP is kind of a disappointment in this case, in this class a car should be somewhat more comfortable.

VERDICT: IP ** - EARL ***

Swallows everything: The huge cargo compartment of the IP.

ROOMINESS
The cargo compartment in the IP is huge compared to the for a wagon somewhat cramped Earl. Interior room for the passengers is about average for the class in the IP while the Earl is not overly roomy. Another thing you can get in the IP which you can’t get in the Earl is a pair of extra jump seats in the cargo compartment. On the other hand, with the larger dimensions of the IP, it should of course be roomier too.

VERDICT: IP **** - EARL ***

A bit more limited: The smaller loadspace of the Earl Eagle.

EQUIPMENT
When it comes to comfort equipment, the Earl beats the IP. While IP has the more common comfort equipment you can expect, like cigar lighter and clock, Earl gives you things you usually only find in more luxurious cars. To get the same level of equipment in the IP you have to go for the GLX model instead of the DX - but you can only get the GLX as a sedan. And not even the GLX can get power steering.

On the other hand, the radio in the Earl Eagle was a primitive unit with a tinny sound. The IP had a richer sound in its radio and it had a pushbutton station selector. Also, as stated earlier, the IP has front disc brakes included in its price (on the 6 cylinder models), as well as a 4 speed gearbox.

VERDICT: IP *** - EARL ****

ENGINE AND DRIVETRAIN:
The IP engine was new for 1966 (and has not been without its problems, more about that later in the article), and it is very modern with an alloy head and overhead camshaft. The power output is 108 hp at 5200 RPM and it has its maximum torque, 173 Nm, at 3500 RPM. It runs very smooth, and is quiet at idle but a bit roaming at higher revs, the throttle is responsive. The column shifted 4 speed is by no means a wonder, but it works well.

The 3 speed in the Earl Eagle is floor shifted which means a more precise linkage, and since the car has bucket seats up front, the placement is by no means a drawback, but of course it is only a 3 speed then. The 6 cylinder has been in production since 1950 and it may feel ancient compared to the IP unit, but honestly it is not much handicapped by that. It is not as rev happy (the limiter cuts of at 4500 RPM), but it has a flatter torque curve (213 Nm @ 2100 RPM), the maximum power is reached at 4200 RPM, 100 hp, 8 less than the IP, but from 3 litres instead of 2.2 as in the IP. It is not as smooth but it runs quieter.

VERDICT: IP **** - EARL ***

QUALITY
Unfortunately, the new IP 6L engine have already had numerous recalls. It appears like they have put out advanced technology too quickly. Blown headgaskets, jumping timing belts, cracked heads and worn out camshafts all have appeared and that is alarming on an engine that is only a little more than 1 year old. Shame, since the rest of the car appears well built.

Much more reliable is the tried and true inline six in the Earl, even if the rest of the car feels a bit cheaper and less well built than the IP. But there is really nothing that should cause troubles in the coming years, we think.

The IP body appears to have somewhat fewer rust traps, but in that area, both cars have their flaws that could be improved.

VERDICT: IP ** - EARL ****

ECONOMY
The cars are about equal in price, both of them gives you quite a good value for your money. But the IP needs 12.9 litres of fuel per 100 km while the Earl is satisfied with 11.8. Service costs are slightly higher for the IP at $606.70 instead of $593.70. Both will probably keep their value reasonably well since there is always a second hand market for a station wagon.

VERDICT: IP *** - EARL ***

SAFETY
The IP has slightly more metal between you and whatever you may hit, it is also a bit heavier. Both cars have things you could expect from a car today, like seatbelts, padded dash, laminated windshield and a recessed steering wheel hub. Some competitors have gone further with things like energy absorbing steering columns, safer placement of gas tanks and a less knee injury inducing placement of the controls, unlike the handbrake handle in the IP or some of the switches in the Earl. All in all, we find them to be equal, with maybe some things being better thought out in the IP, but only by small margins. Both vehicles have a relatively high level of safety.

VERDICT: IP **** - EARL ****

FINAL VERDICT: IP 29/45 - EARL 30/45
Both vehicles do have their qualities without a doubt. And if it wasn’t for one small detail, we could not really say that one would be a better purcase than the other. But with all the troubles that have plagued it, we would recommend you to stay away from any vehicle that has the IP 6L engine, at least until they have been solved. The Earl powerplant is maybe a bit less refined, but it is known to hold up.

If you still are in the market for the IP, we would recommend the 4 cylinder model. Except for the front drum brakes they are the same otherwise, and if you still want discs, they are optional. Sure, you will only get an 83 hp 4-cylinder but it is still adequate, and has no known reliability problems. Also, at $12000 AMU it is cheaper than both the six cylinder IP and the Earl.

And maybe a better value than both of them.

(Thanks to @patridam for the Earl, and I hope that you don’t mind the comparision!)

READER, CHOOSE YOUR WEAPON!

• Earl Eagle Custom wagon
• IP Icarus 2200DX wagon

[DuceTheTruth100]

I’ve seen a few of these cars driving around since I’ve been on this site…cool reviews to say the least!!

[Knugcab]

I must say that I don’t really get what you mean there, can you try to explain?

[DuceTheTruth100]

Just saying that I’ve seen a few of those in various threads around the site, its nice to see them getting reviewed.

[Knugcab]

REPRINT FROM #21 2016
CLASSIC CAR PAGES: SISTEN TORRECCA 1982

WHY YOU NEED A FOURTH GENERATION TORRECCA

Laughing stock? For some years it was, but it is time to look at the 4th gen Torrecca from a different point of view now.

Some cars will eventually do a full lap. From showroom fresh and attractive, degrading all the way to prices hitting rock bottom and the car itself being laughing stock, to an attractive classic that is rising in value. And at that point we have the fourth generation Sisten Torrecca, launched in 1982, at the moment. A car that was on many teenage bedroom walls in the 80s, being touted as the most advanced Torrecca ever (which it also was) at its launch. But times are constantly changing. In the late 90s, the 80s styling of the Torrecca was dated to the point of being laughable. Even if it still was a potent sports car, it did not stand up to the modern competition. You could get Torreccas for zero and nothing in US and Germany - and many people did. Imported pure wrecks that did not really help to boost the image of the model.

But this was before the days of synthwave and the Nintendo entertainment system being re-released in a “mini” tribute version. The 80s is hip and cool again, and so is the Torrecca. But the market has not really reacted - yet. You can get a fourth generation Torrecca to a very attractive price, at least now, but maybe not for much longer. Now is the time to get one before it is too late. Believe us or not but the prices are already starting to rise on mint condition cars.

But what is the deal with the Torrecca then? Well, it is still possible to find a cheap one and the 80s coolness should not be ignored. But not only is it a classic that will rise in value, it is also a nice and fun car. It may look like something that’s more suited for a boulevard cruise than for spirited driving, but fact is that the Torrecca can do both - which is one of its strengths. While it offers great comfort for its era, it also can out-corner, out-brake and out-perform many younger rivals. Sure, the engine is the same cast iron lump as in 1962, but it pumped out 249 hp. Sounds a bit tame today but in 1982 that was great numbers. A mechanical fuel injection system improved cold starting and effiency, but it didn’t help much. The fuel economy was one of the Torreccas weak points. Be ready to accept around 18 litres per 100 km - under relaxed driving. Floor it and the 5.5 litre V8 has no limits for how much fuel it can drink.

That leads us to another great point. While it was advanced for its era, and required quite expensive servicing, you still can do most of the work yourself. There is no technology that is too advanced to do repairs on yourself. And it will not break down as often as some more fragile sports cars - in fact, it can take some abuse with grace. But still, it’s a good idea to stay away from the beaten to death examples.

Fourth gen Torrecca. Because popup lights are cool again. Admit it, you think so too!

As we mentioned earlier, watch out with 90s imports. Often they were the cheapest - and worst- that Germany or USA could offer at the time. Living hard lifes, having many owners and being bodged together. Nah, look for an example that have been well taken care of - they are still there, and the difference in price does not justify buying an abused car. Also, as with many 80s cars, look for rust - everywhere. They can have extensive amounts of corrosion, and bad repairs can cover much. Badly repaired collision damage is also something to have on the radar. More than one Torrecca got wrapped around a pole and was “good as new” surprisingly fast after that. Also, check very carefully for any signs that the car is something else than it is supposed to be. Torreccas were stolen like hotcakes in the 80s and the VIN and license plates taken from some crashed example. Insurance premiums still suffer from that too - if you can, get a classic car insurance.

Mechanically it is generally a sturdy car though. Just keep in mind that after more than 30 years, everything can be broken anyway. Check the car through completely, as with any classic car. But there is no dangerous traps you can fall into here - at least not any that doesn’t exist for any other 80s car too.

Do you want to be the one that says in 10 years that you “wish that you had bought a fourth gen Torrecca when they still were affordable”? If not, what are you waiting for. It is time to take your chance before it is too late.

(Thanks to @CorsicaUnknown for the car!)

[Knugcab]

REPRINT FROM #5 1975
REVIEW OF CEDER 515 TS

PRACTICAL PIONEER

The Ceder 515 is a good example of a modern generation of executive cars, where intelligent design is more important than chrome and wood veneer.

The french automaker Ceder have released a new generation of cars lately, that is following a formula that we predict will be the leading one in the future. Hatchback bodies, front wheel drive, and relatively compact outer dimensions on a long wheelbase. Like it or not, it is a type of car that is here to stay, and more automakers are probably to follow very soon.

The top model is the 515 TS, which we have decided to take a closer look on. In a class where most cars still are very conservatively built, it is an interesting challenger indeed.

DRIVING CHARACTERISTICS
The car has a longitudinal engine, but for that configuration it is not overly front heavy. There is 4 wheel independent suspension. Not the worst base for building a car with good handling. But the suspension has a quite soft setup, aiming for a comfortable ride in a typical french fashion. The handling is secure and predictable, but far from inspiring and a corner carver is something this car is not. It starts to understeer relatively early and there is a fair amount of body roll. To sum it up, this car is meant for comfortable highway cruising - and it is warning you in good time if you pretend that it is something else.

Power steering is standard, which is a good thing considering the weight over the front axle in a longitudinal FWD car (even if the 515 is far from the worst example here), and we were satisfied with the function of it. Steering was light, it gave adequate feedback from the road and we never experienced that it wouldn’t cope with fast steering input. But the powerful engine means that there is more torque steer and wheelspin that we would like.

The brakes are good. 4 wheel disc brakes that stops the car in 43.7 metres from 100, pulling straight and no alarming amounts of fading.

VERDICT: ***

PERFORMANCE
A 132 hp V6 gives the car good performance. 0-100 is done in only 9.55 seconds, there is a 193 km/h top speed and a quartermile time of 16.99 seconds. 80-120 is done in 6.36 seconds, making passing of other cars relatively easy. The car feels - and is - quick, no question about it.

VERDICT: ****

COMFORT
The suspension is soft and copes well with bumps, without making you sea-sick. The seats are also soft in a typical french fashion but gives your back surprisingly good support. Sound insulation is extensive, but that is needed too. Being a 90 degree V6, the engine is harsh and far from smooth, also the exhaust note is not really the most quiet.

As we said earlier, there is power steering, making the steering relatively light, the same goes for the power brakes.

VERDICT: ****

ROOMINESS
Despite a relatively short length of 447 cm, the car is built on a long wheelbase of 269 cm, and it shows on the inside. The car is roomier than many large competitors, especially the RWD ones. Seating comfort for 5 is not completely out of the question. Having a hatchback makes it practical and if you use the folding rear seat it will take lots of cargo. But even with the rear seats in place, it will take 767 litres of luggage, and that is far from a bad number.

VERDICT: ****

EQUIPMENT
The Ceder 515 is from a new school of executive cars where chrome and wood have largely been replaced by plastics. Instead, you get sensible equipment like a tachometer, clock, nice and comfortable velour upholstery, flowthrough ventilation, remote control mirrors, rear dome light as well as lights under the bonnet and in the luggage compartment, power steering and central locking. And especially for its moderate price, we think that this is a well appointed car. It does feature well thought out things that will satisfy you in the long run, instead of stuff that will impress bystanders at first sight.

Also included is an advanced 8-track player with stereo sound and self seeking radio, that had a deep and rich sound.

VERDICT: ****

ENGINE AND DRIVETRAIN
The all aluminum SOHC V6 might look modern on paper, but being a 90 degree V6 it has vibrations that does not really belong in an otherwise so comfortable car like this, and an exhaust note that is not really quiet. But it has a wide power band and 132 hp at its power peak, so the resources are always there. An interesting detail is its 2-stage dual carburetor setup, that is said to improve fuel economy on low loads, though a theoretical thought that we could not really notice in real world conditions.

The gearbox is a 4 speed manual with relatively wide spaced ratios. Not the dream gearbox for a race car driver, but we found nothing negative in its function, operation is easy.

VERDICT: ***

QUALITY
To some extent, the car gives a feeling of quality - but unfortunately only a feeling. Ceder has far from excellent reliability records, fact is among the worst on the market and nothing says that the 515 should be an exception. Also, rust protection is far from excellent. Expect rot in just some years if you don’t give it an extra treatment in time.

VERDICT: *

ECONOMY
The engine is not really sparse on gas at 13.2 litres per 100 km - and requires expensive premium grade fuel. The service costs are higher than on most conventional cars, but still far from a disaster at $764.80. The price is not bloody though - for the amount of car you get, $18600 AMU is a competitive figure. But count with a low resale value though.

VERDICT: ***

SAFETY
The experiments from the ESV era is starting to pay off in regular cars now. The Ceder features headrests and inertia reel seatbelts on the outer positions, energy absorbing steering column and wheel, a strong body with side impact bars and crumple zones front and rear, a safe placement of the fuel tank, halogen headlights and bumpers that will withstand low speed collisions. Also, the relatively large interior space means that there is a good amount of distance to hard surfaces that can be struck by the occupants in an accident. Considering that it is light and has compact outer dimensions for its class, the safety record is probably quite good.

VERDICT: ****

Practical: Rear hatch that is hiding a large cargo compartment.

FINAL VERDICT: 30/45
The Ceder 515 is far from flawless, especially the predicted reliability record is alarming. However, it is generally a well thought out car, that probably will show some other manufacturers the way. If you value comfort, technology and practicality, and has the economy to trade up with small intervals, before warranties expire and before too much value is lost, the Ceder 515 is probably great value and one of the most obvious choices for you.

Still, we don’t expect this to be more than a player in the margins on the swedish market, and it is absolutely not the right choice for everyone. But if you are willing to live with its flaws and take a chance with the reliability, it is a car that is easy to enjoy, and that will grow on you for every kilometer of driving.

(Thanks to @Mythrin for the car!)

[Knugcab]

REPRINT FROM #10 1975
TEST DRIVE OF CEDER 419TS

BLAND BARGAIN

The 419 is practical and gives good value for the money, but some of the charm from the 515 was lost.

Ceder 419 is basically a cheaper 4 cylinder version of the 515 that we tested in #5 this year. That means that it also has some of the good characteristics from the 515, like the practical body, high level of safety and comfortable ride. And at $13800 AMU we can’t complain about the price. But of course, it means that you have to lose some of the things that a 515 buyer will get (if not, there would be no point selling the 515, right?). The 1.6 litre 90 hp 4-cylinder is a 10 year old unit, though it actually runs smoother than the 90 degree V6, and is not much louder. But you lose some power even if it is still enough to give a 0-100 time of 12.1 seconds and a top speed of 175 km/h. Unfortunately, the fuel economy is even worse than for the 515, showing the date of the construction.

What you are also losing is the power steering and comfortable interior of the 515, which is among the stronger sides of that model. Also, a downgrade in tyre equipment means that the understeering is more annoying and the handling feels more bland than it did in the 515. Braking capacity is also downgraded, and we felt that they faded quicker than you would expect on a car with 4 wheel discs.

We liked the Ceder 515, but have a harder time with the 419 actually. It is a practical and good family car, but it simply feels a bit bland, with most of the charming points of the 515 being sorted out. It would be a perfect car for the buyer that is having a 100% rational view on his car purchase - but reliability and rust troubles with the Ceder as well as the subpar fuel economy actually makes it kind of questionable.

But at $13800 AMU, it is not questionable that it gives you a lot of car for the money.

[Knugcab]

REPRINT FROM #4 2020
PROJECT “KOJAK” PART 1

WHAT HAVE WE BOUGHT?

Kojak sure has an impressive grille, but what is lurking behind?

As you may know, we bought a Durendal Havana as our yearly project. First owned by an old man and then by his grandson, and honestly speaking, none of them was really into car care. What we knew was that the battery was bad, that the body had its dings, that the interior smelled horrible of cigarrette smoke, that there was some problems with the climate control. On the positive side, new transmission and low mileage. A closer look revealed that it was in worse condition that we had thought, especially considering the low mileage.

But let’s start with our positive discoveries. The engine still showed very good results on the compression test, they were known for being durable and should hardly be worn-in at this mileage. The front suspension had many parts replaced recently, as it appeared when we looked at it from underneath anyway. And everything except the climate control worked just fine when we tested it.

What we have discovered since we bought it, though…

There is a small leak from the rear diff, but it is probably an easy fix.

There is way more frame rot than one could expect for a car with mileage this low that has a galvanized chassis. Dirt was accumulated on places where it had never been washed underneath. It needs welding to pass the next safety inspection.

Also the exhaust piping is so crusty that the question is WHEN and not IF it is going to leak.

But other than that, it is in about average condition for what is a 15 year old car after all. The strange feeling in the power steering was solved almost immediately after flushing the system and filling it up. And…yeah, that is about what we have done to it this far. Next time, we will return with probably way more to tell about Kojak.

But it feels like a good omen that he reacted so good on just a simple fluid change. Maybe this is a friendship in the making?

(Car taken over from @GassTiresandOil, thanks!)

[Knugcab]

REPRINT FROM #12 1966
REVIEW OF OLSSON 67

HOPE OF THE NATION

The 67 gives Olsson a trump card. Being one of the few manufacturers with a car in a class that is predicted to grow may give other automakers a hard time to sleep at night.

Usually, small cars haven’t been much else than small. Cheap, easy to drive, sparse on gas. And we can understand why some people appreciate that. But, aiming higher has traditionally meant going for a larger car, since to get room, comfort and refinement you have had to go that route.

With advanced technology like front wheel drive, overhead camshafts and independent suspension systems, some automakers are challenging that “fact” nowadays. Most often slotting in in a size between the large family cars and the small econoboxes, being compact but still practical. And one of few is our Swedish pride - Olsson. Their 67 model ticks all the boxes on paper what a modern compact car should be - but how does it stand up in real world conditions?

DRIVING CHARACTERISTICS
The car is rolling on radials which makes for a stable ride. Overall, the handling oozes of security. The front wheel drive 67 will never surprise you. It maybe doesn’t carve corners like a sports car, but is still a good handler, albeit a bit understeering, however, it is warning its driver in time.

With all the advanced technology on board, the front end of course has disc brakes, making for straight and safe stopping, and reducing the fading problems that often was the case with drum brakes. You still can feel them, though, when the car is fully loaded and driven hard. But that is during harsh conditions and for normal driving, the brakes are more than adequate.

With much of the weight over the front axle, the steering is not as light as one can expect, but still acceptable, and the Olsson is very easy to drive in everyday traffic.

VERDICT: ****

PERFORMANCE
A 67 hp 1397 cc engine is something that is about what one usually can expect in this class - and it is enough in a car that weighs under a tonne. 0-100 takes 14.2 seconds and the top speed is 164 km/h. Quartermile takes 19.62 seconds and 80-120 needs 11.1 seconds. Maybe that should be kept in mind before trying to do some risky overtaking, but overall the performance feels adequate.

VERDICT: ***

COMFORT
The suspension has advanced technology. Independent suspension all around, progressive springs and gas filled shocks. That means that the comfort is good for its class. The suspension soaks up bumps well, yet it is not by any means wallowy. The seats gives good support and are comfortable to sit in. Sound levels inside the car is about average.

We would say that the Olsson 67 is a proof that a car doesn’t need to be a land yacht to be comfortable. Even if it is nothing like a luxury car, it still puts some larger cars to shame.

VERDICT: ***

ROOMINESS
The compact size of the car of course puts a limit on the room inside. But the upright, boxy shape, combined with space saving front wheel drive still means that the room is adequate. It is registered for five people, it is fully possible but four is max for acceptable comfort on longer trips. Better then is the luggage compartment. Olsson have gone for the latest trend and made the 67 a so called hatchback. With the back seat folded, you get a huge loadspace, almost like a station wagon, but even with the seats in place there is room for 768 litres. Not a bad number at all, and the best part is that the car is so flexible.

VERDICT: ***

EQUIPMENT
Radial tyres and front disc brakes are included in the price - positive surprises. Other than that, it has a decent amount of equipment if not impressive. You get things like a clock, cigar lighter, a pretty well sounding radio, nice and comfortable cloth trim, carpeting on the floor, 2 speed wipers with electric washer, a centre rear armrest and storage pockets in the door. Nothing to brag about - but good stuff.

VERDICT: ****

ENGINE AND DRIVETRAIN
The engine is of a fully modern construction with an overhead camshaft. As the small 4 cylinder it is, it feels a bit buzzy and unrefined but it’s not worse than anything else that is similar. The torque band is great for most of the average drivers out there. It has an unusual setup with a tiny four barrel carb, but it worked fine, no cold starting troubles or stalling. Even though its numbers aren’t impressive, it feels a bit peppy and is well suited to the car.

The 4 speed manual gearbox worked well. The linkage is maybe not as direct as in a rear wheel drive car but we could not complain about much. Ratios and gearing seems to be sane for the car.

VERDICT: ****

QUALITY
The most positive part first. Olsson has galvanized the unibody structure - that means that when other cars are rotting, the Olsson will still stand fresh. And in general it felt like a very well built car. Good fit and finish, no rattles or squeaks and no annoying problems.

But the amount of advanced technology is worrying us a bit. There is a risk that it will not be as sturdy as a more conventionally built car and that costly repairs will pile up in the long run.

VERDICT: ***

ECONOMY
Frankly, the 67 is not extremely cheap to buy at $13100 AMU. You can get more metal for your money, and you can get similar cars size-wise cheaper. But what you don’t get then is the advanced technology that makes the 67 so clever. Also, we think there is a chance the 67 will hold its value well. Not only an attractive car, it is made in this country which means that parts and servicing are everywhere, making it feel like a secure choice for many buyers.

Despite the advanced technology the service costs are kept down. At $532.7 AMU they are lower than for many other cars.

The 67 is far from a gas guzzler at 8.7 litres per 100 km, you can drive it economical if you want to. Just note that it needs more expensive premium fuel, though.

VERDICT: ****

SAFETY
You aren’t surrounded by lots of steel in an Olsson 67 and it is lightweight compared to many other cars. But we think that for its compact size, the safety level is quite good. It has front seatbelts and rear mounting points, a recessed steering wheel hub, padding on hard surfaces inside and there is no overly questionable parts that can create injuries, except for maybe the grab handle on the dash at the passenger side. The door locks are reinforced to keep the doors shut even in high speed impacts and the bodyshell doesn’t feel overly flimsy.

VERDICT: ***

Sheer size is not everything. Intelligent design and clever engineering can get you far sometimes. Like in this case.

FINAL VERDICT: 31/45
The Olsson 67 shows that we have automobile manufacturers in this country that can give us modern family cars that are fully able to keep up with, and sometimes beat, the competition, not only here at home but also on the export markets. It is a good allround car for a small family, that is practical, economical and features lots of modern technology. It appeals to rational customers but yet it manages to have a kind of soul unique to itself. There are no real weak spots but many strengths in the car.

We think that cars like the Olsson 67 is something we will see more of in the future, and without letting patriotism affect our verdict, Olsson is doing its job as an early pioneer of the concept very well.

(Thanks to @ACoolCrab for the car!)

[Knugcab]

REPRINT FROM #3 2004
FIRST LOOK: HAKUMAI CREST SX

REBEL WITHOUT A CAUSE

On the outside, the Hakumai Crest SX does look fairly conservative, but fact is that it is a weird oddball.

A RWD 87 hp small hatchback. It’s a joke! It’s a throwback article from 1978! No, It’s…HAKUMAI!

They are known to have been able to surprise us sometimes and this time they are doing it again. But who the intended buyer for the Crest SX are, is something of a mystery for us. We would understand the concept of an aluminium bodied RWD hatchback if it had been about sheer performance. But the 82 hp naturally aspirated 1600 cc engine is far from a powerhouse, and it is thirsty on gasoline considering its tame nature. Neither is the driving dynamics by any means sporty. The Crest is a mediocre car, on the same level as other anonymous, mediocre cars in its class. Not bad at anything, just…mediocre.

The price is going to start on $20400AMU and since that is a sane figure and since the Crest is not really bad at anything, we can’t call it a bad purchase, but at the same time it is very hard to find any reason to spend your hard earned money on this instead of on something else.

Wait for the V6 version. An insane car but it will at least fulfill its niche on the market. The Crest SX is only weird.

(Thanks to @interior for the car!)

[Knugcab]

REPRINT FROM #6 2020
PROJECT “KOJAK” PART 2

THANKS BUT NO THANKS?

Kojak has been testing our patience a little lately, but fooling us is not an easy task.

First of all, we want to take back what we said last time about Kojak being happy about his new power steering fluid. Appearantly he was not. The day after when we were reversing out of the garage, we started seeing traces of oil on the floor. Could it be…?

Yes. Kojak had taken some strange kind of revenge on us. A cracked hose from the power steering pump quickly took us back on earth. After some well spoken words, an intensive cleaning of the garage floor, a new hose and yet some litres (or should I say gallons?) of power steering fluid later, we hope that we will be able to steer this US barge even in the future.

Other than that, we have actually used Kojak numerous times the last weeks and it has been rolling around quite flawless, and after the mishap with the steering, there was absolutely no complaints coming from his side. We started to think that maybe it was a boring decision to choose such a modern-ish vehicle for our 2020 project car. Would it maybe only keep on running and running?

Until one late, snowy evening when we got the answer. It was “no”. Kojak started sputtering and we barely made it to our destination. Kind of annoying to barely make it forward through a snowstorm. We were almost hoping for some complicated fault to give some life to this project.

A new fuel filter and it was running flawlessly again. Well, as we have already said earlier, they do have a good reputation for durability.

On the other hand, we haven’t started on any of the well known problems on it yet. Maybe we should…

[DuceTheTruth100]

Is there a link to the original thread/post for Kojack?

[Knugcab]

The 2020 project car challenge (part 2: Results!)

Congratulations to @GassTiresandOil for your success and thankyou @Knugcab for hosting! I think this competition struck the right balance of fun, balance and authenticity; I will definitely be a part of the next one!

(BTW, in case someone is curious, I am doing kind of an experiment with the project car posts where D20 rolls etc. play a part in what will happen.)

[Knugcab]

REPRINT FROM #15 2020
TEST DRIVE OF BAUMHAUER 340 RS KOMBI

EXPRESS DELIVERY FOR SMALL PARCELS

The 340 RS Kombi may be bonkers, but it does it with grace.

With all the reports of the ICE being a dying breed, Baumhauer is doing nothing to show their belief in that statement by stuffing a 562 hp 4 litre V8 into a compact station wagon. A station wagon that is borderline a hatchback, to start with. The 340 RS kombi is more for hauling golf bags than concrete bags, to put it that way.

All this power is planted to the ground via an AWD system that is sending three quarters of its power to the rear wheels, leading to almost banzai like starting if you are not careful. The torsen differentials does help a lot here. A dual clutch transmission with 7 gears is what we find behind the engine. It works in a car like this. The enthusiasts that still prefers a “real” manual is probably not where the customer base is anyway. Besides, DCTs of today shifts faster than most humans could ever dream of doing.

But that does not mean that this vehicle is by any means tame. Most of the gizmos that you expect to find in a car like this today are not there when you look for them. To save on weight, there is no unnecessary equipment, only a simple radio (though with an aux-port) and the lack of safety equipment is almost scary by todays standards.

But the technology is by no means simple, with a glued aluminium chassis, double wishbone suspension up front and multilink in the rear, active aerodynamics and active suspension. This is more or less a supercar in the shell of a small wagon. Call it a sleeper, if you want to.

Not only is the performance stunning, with a 300 km/h top speed, a 3.4 second 0-100 time, a 1.9 second 80-120 time and 11.47 second quartermile time. The brakes are among the best we have ever tested with a sub 30 metre stopping distance from 100. The handling is amazing too with a skidpad rating of 1.22 G.

But wagon or not, this car is only realistic for a few enthusiasts. Even if $66200 AMU is not bloody for what you will get. A thirst of 9 litres per 100 km is maybe not economical today but fully acceptable for a car with this kind of performance, but service costs, oh boy…

The enthusiast that gets it will probably enjoy the somewhat eccentric combination though. But for most of us, this would be a little bit too much to swallow even if it would be a realistic buy. It is just not the kind of car you daily drive despite the family car shape.

But as a dream car? Oh yes…

(Thanks to @S_U_C_C_U_L_E_N_T for the car!)

[Knugcab]

REPRINT FROM #5 1993
TEST DRIVE OF JEDAMO ENOXA GTI R-EDITION

FORBIDDEN FRUIT

The Enoxa GTI R-edition is a great driving machine, but forget buying one here at home.

It is a well known fact that we tend to lust the most after what we can’t get, and cars are no exception. If you had been living in Japan, you could have bought an Enoxa GTI R-edition. And on the question if you are missing something, we can unfortunately only answer yes.

The Enoxa is in many ways kind of a traditional sports car. Inline six engine up front, a steel unibody with strut suspension up front and double wishbones in the rear, steel body with some aluminium panels. What is not so traditional is maybe the all wheel drive system. Maybe a blasphemy if you ask many “true” sports car enthusiasts, but it makes for quick takeoff and secure handling. Torsen differentials are also helping with giving the car traction, as well as sticky 235/45R17 rubber. At least on paper that is far from a bad start. The 2.7 litre six has a power output of 306 hp which is enough to send the 1349 kg car up to 100 km/h in 4.8 seconds, giving it a top speed of 240 km/h as well as 13.39 second times on the quartermile. It also has all the latest in technology like turbo, VVT and 4 valves per cylinder.

Tossing it around the corners is both fun and stable, when it goes too fast it is warning you with mild amounts of understeer. Skidpad rating is 1.11 G and the communication between you and the car is direct and honest, you always know what it is going to do next. The brakes are also amazing, 4 wheel vented disc brakes stops the car in 33.2 metres from 100 with no fade whatsoever. But numbers aside, this car is pure FUN. Maybe not the fastest, not the best handler, not the most powerful in the world, but a really clever packaging of everything that makes a great drivers machine.

So, any drawbacks then? Well, it is of course not very practical, and it gulps quite large amounts of fuel. The interior feels a bit cheap compared to the rest of the car. But probably the major drawback is that you can’t buy it - unless you are willing to move to Japan.

A shame. $28800 AMU is nothing to complain about for a car that is as competent as this one. We don’t doubt that there would be a customer base in Europe - but chances are that it wouldn´t justify development of a left hand drive model.

(Thanks to @replaY for the car!)