Trafikjournalen (Test: 1955 TORSHALLA POESY KOMBI)

[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!)

[abg7]

The more I think about it, the more the Enoxa GTI R-edition reminds me of a crossbreed between an FD RX-7 (exterior styling) and a Skyline R33 GT-R (mechanical configuration). It should not work on paper, but in fact, it does - very well indeed. I wonder how much a pristine example is worth now? Especially when considering the fact that the Youngtimer movement (particularly for performance cars) has exploded in recent years.

[replaY]

Thanks! I’m glad I’ve achieved my goal of RX7 looks but skyline underneath

[Knugcab]

REPRINT FROM #4 1985
CLASSIC CARS ON A BUDGET, PART 3: ZKF Z500 GT

SCHLAGER STATT ROCK’N ROLL?

With american classics going up in price every day, it’s time to consider the german alternative, the ZKF Z500 GT.

The 50s are maybe more hip than ever. Every day we hear new records for what 50s american tin have been selling for, cars that were hard to even get rid of 10-15 years ago. And it is not hard to understand why. In times of efficiency, plastic and electronics, there is something radically different with tailfins, pastels and chrome instead. A time missed by many people, at least its aesthetics.

But if you were too late to jump on the train, and still wants some 50s feeling, is there any alternative that still can be had for sane money? Yes, there is, but you have to look at this side of the atlantic. Forget the americans, instead, consider a german alternative, the ZKF Z500 GT. The attempt from ZKF to get a foot into the american market, that enjoyed a lukewarm success there, to say the least, and in europe, not too many people seems to have understood it. But they were around. I remember a couple of friends having some beat up examples in the late 60s and early 70s. Already by then, they were not a bad choice if you wanted something a bit more odd and eccentric for not too much money.

Now, the daily driven examples are more or less gone. Yet, the collector car market haven’t been catching up. And that’s why you have a chance to find a bargain at the moment. Good examples are getting a bit thin on the ground, but they are out there and when you find one, they are generally going for affordable prices. But what do you get for your money?

The outside is clearly inspired by american cars from the era, albeit a little more on the compact side. But when the americans were concentrating on making everything bigger, on more raw brute force, ZKF took another approach. Under the bonnet we find a 2.9 litre inline six, for example, and not a large V8. But it has a kind of a high power output of 164 hp, running not only an overhead camshaft but also a very unusual for its time valve arrangement with three valves per cylinder. The body was unitized, no separate frame here. That is one of the reasons behind a sub 1200 kg weight despite the size of the car. The suspension had struts up front and a coil sprung solid rear axle, while most americans were running double wishbones up front and leaf springs in the rear. Another very unusual thing was the front disc brakes.

How it did work out in the end? Well, to look at it completely without rose tinted glasses, both good and at the same time quite disappointing. It was not always much better than vehicles running more conventional technology. The 4 seater configuration suggests a sporty car and yes, it kind of was. 199 km/h top speed and 8.7 second time from 0-100 was fast for its era, especially with such a small engine. But the fuel economy suffered, 17.9 litres per 100 km during normal driving was too much for many europeans to swallow. Handling was good for its era and would probably be even better with more modern radial tyres, if you are willing to sacrifice style for safety, but the disc brakes did not perform better than most drum brake systems of the era. Also, the advanced technology that were not fully developed meant that reliability suffered and servicing was seen as complicated. It was a vehicle that had its strong sides, that neither europeans or americans understood.

But today we can enjoy it for some forward-thinking ideas, and for its styling, not only on the outside but also on the inside. A very german atmosphere despite the american influences, offering stylish design and high levels of comfort. It is not only white bakelite and leatherette that is surrounding you, sportiness is accentuated with real wood on the dashboard and steering wheel. Another touch of the past that spawns positive memories, the large canvas sunroof!

Maybe it is time to give the ZKF a small revival? Just because it wasn’t appreciated the way it should have been back then does not mean that it shouldn’t be now!

A trip to the continent or a nice relaxing sunday drive on the backroads? The ZKF Z500 won’t disappoint you in any case.

Sven Landström, of all the cars available to choose from, why a ZKF Z500?

-To be honest, it was my grandfather’s pride and joy that he kept in pristine condition. So I am just holding on to that tradition.

And that is the kind of car you should find?

-Actually yes. There is cars out there that is in very bad condition and they should be avoided like the plague.

Were they as fragile as the rumours said?

-(Laughing), and you are asking me that? To be honest, I have to agree on that point. They had lots of advanced technology for the era, that was not fully developed back then. They can break, and they do break horribly sometimes. I don’t think that I would recommend a ZKF Z500 to anybody that just have gotten into cars. There is easier cars to live with out there.

But if you have a little more experience in cars…?

Then they aren’t more complicated than any small econobox of today, but the difference is that parts are expensive and hard to get. I really don’t want to steer anybody away from the car itself though, one should just be aware that they aren’t always joy and sunshine.

What should a buyer look out for then?

As all early unibodies, rust. Absolutely everywhere, because that is where they do rust. Watch out for worn out camshafts or rattling chain drive. Neither power steering nor disc brakes were fully developed in 1959, leaking steering systems and seized calipers aren’t unusual. Some of the interior parts, mainly the small amounts of safety padding that was introduced as a first step towards passive safety, can more or less fall to pieces and are hard to get nowadays.

So a complete and rust free car then?

-Yes. The differences in price are so small that they are silly. There is absolutely no reason to buy a wreck. It will only cause you headaches.

And how will it reward you then?

-By being a great driver’s car for its era, with good handling and spirited performance, as well as tons and acres of style. For 1959, it was a very good car in many ways. But while it feels more modern than it is, it has lots of the classic 50s styling that we all know and love.

What kind of reactions do you get?

-Interestingly, non car people are more interested than car people. “Hey, what kind of car is this?” or “I haven’t seen one in years!”. For some reason, the low values and interest in the classic car crowd somehow seems to have affected car people in general, that likes to pretend that cars like this hardly even exists. A shame, since it is a model that deserves much better than just being forgotten.

The ZKF Z500 is not the classic car for everyone, but if you are a dedicated owner with some previous experience, that is willing to think outside the box, we think that it might as well be the right choice for you. Forget the rumours from the 50s and 60s, or the bad image that clapped out examples was giving the model in the 70s. The Z500 is a classic now and should be seen with new eyes. But as long as the world is still sleeping, get your example for a bargain price before it is too late.

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Thanks to @BannedByAndroid for the car!

[Knugcab]

REPRINT FROM #3 1985
REVIEW OF LACAM FURKA COUPÉ 140G A

AFFORDABLE DREAM OR EXPENSIVE NIGHTMARE?

The Furka really looks the part, but fact is that it is affordable. The question is still, what do you get for your money? We will try to find out now.

Lacam is a brand that has a rich history. A lineup consisting most of upmarket cars that have been famous for luxury, beautiful design and performance. But now Lacam have realized that they have to widen their lineup to stay competitive in an increasingly tough market. The new Furka range is said to be the “Lacam for the people”. Available as a sedan or a coupé in many different configurations, there should be one to fit most people’s needs. Our test example is a top of the line Coupé, the 140G A. Is this an affordable way to get a taste of a finer world, or is it an expensive badge slapped on a mediocre car? Let’s find out!

DRIVING CHARACTERISTICS
Being a relatively compact car (4.3 metres of length) it is reasonably easy to maneuvre around in crowded city traffic and tight spots, especially since power steering is standard and vision great through the large glass areas. When driven hard, though, it is not really as impressive. The good part first, there is good feedback from the road despite the power steering and it seems to be quick enough to react on any input it is given when driven through the slalom course.

But honestly speaking it feels relatively bland to drive. The handling is stable and secure in a straight line, even nimble and quick up to a certain speed, but the front end starts plowing early. A skidpad rating of 0.81 G is maybe not what we expect from a brand with the traditions that Lacam has, even if it could not be called an unacceptable rating.

The brakes are fair. They are pulling straight and they can cope with numerous attempts of stopping without showing any alarming amounts of fading. A stopping distance of 42.4 metres from 100 km/h could not be called bad, but still not impressive either compared to what some competitors offers today. The standard mounted ABS, though, is a great safety feature.

VERDICT: ***

PERFORMANCE
The car is light and there is a relatively high power output of 141 hp from the 2.2 litre four cylinder. And sure, it tops out at 233 km/h. But the automatic transmission is eating some of the power, a 10.6 second time to 100 would have been seen as good 10 years ago, but once again, some competitors offers better numbers. The 6.24 time 80-120 is a positive surprise though, safe overtaking should be possible. The quartermile is done in 17.94 seconds.

VERDICT: ***

COMFORT
For its size, the Lacam is absolutely a comfortable cruiser. To start with, there is four very comfortable bucket seats inside, that feels like your favourite armchair at home, and the sound insulation is great. Suspension has a quite soft and comfortable setting without being overly boat-like. As we have stated earlier, there is a great power steering system too. The Lacam can absolutely rival some lager cars in the comfort department.

VERDICT: ****

ROOMINESS:
As we said, the Lacam is a pure 4-seater. Maybe that was a wise decision since the cabin is far from roomy. Not that it should be expected from a compact rear wheel drive coupé maybe. Neither is the trunk space very roomy at 444 litres. But sure, for a couple of golf bags it is absolutely enough. This is not something that should be seen as a practical family car, Lacam is aiming at a completely different market.

VERDICT: **

EQUIPMENT
You’re not missing out very much in the Furka. Power steering, 4 wheel disc brakes with ABS, a decent sounding tape player, electric mirrors, comfortable velour upholstery, electric mirrors, a sunroof, colour matched interior panels, tachometer, alloy wheels and much more are all standard equipment. Everything that you could expect in a compact premium coupé is there, and some more. Here, it is obvious that Lacam has a tradition of building upmarket cars.

VERDICT: ****

ENGINE AND DRIVETRAIN
Four cylinders may sound a little bit thin in this class maybe, some people would have preferred a six. But it has a relatively high power output from its 2.2 litres (140 hp) and is running acceptably smooth. It is a bit rough and loud at idle but in the higher RPM ranges it feels better. The unit in itself is nothing special though. Single point injection, single overhead camshaft and 8 valves. Being completely made of aluminium it saves some weight though.

The automatic transmission is a bit more modern, being electronically controlled. We know that some people would have preferred a manual in this car though, but if you are more into automatics, it does its job well. It’s geared more towards highway comfort than sport though and may feel a bit sluggish at times.

Absolutely, everything does the work good and is fully acceptable, but some competitors have more exciting things to offer here.

VERDICT: ***

QUALITY
The Furka feels like it is bomb proof, the attention to detail when being put together is impressive, everything you touch feels rock solid and there is no rattles or squeaks whatsoever. Also, the rust protection is said to be impressive and will probably mean that a Furka will survive flawless and shiny still when some of its competitors are rotten behind recognizion in some scrap yard.

But there is dark clouds on the horizon too, advanced technology means that there is lots of things that could break, our experiences says that Lacams aren’t exactly trouble free, and the predicted reliability is unfortunately quite low.

VERDICT: ***

ECONOMY
The purchase price is not bloody for what you get at $23500 AMU even if there is cars giving you more metal for the money. Also, it will probably be a sought after car on the used car market, meaning it will keep its value well. Service costs are kept at a sane level at $727.60 AMU. But the risk of expensive repairs after the warranty have expired is somewhat alarming.

Also, the fuel economy is not good for a car this small with a 4 cylinder engine. 12.1 litres per 100 km is really not an impressive figure.

VERDICT: **

SAFETY
For its size, the Lacam is probably as safe as it will get. The bodyshell is stable and has front and rear crumple zones as well as reinforced doors for side impacts. There is headrests on all places, as well as three point seatbelts, up front with pretensioners. The gas tank has a safe place above the rear axle and the interior is free from sharp or hard surfaces. Independent crash testing in the USA have shown that it can rival many larger cars when it comes to safety. Also, things like ABS means that not only the passive but also the active safety is top notch.

VERDICT: ****

The picture is not completely honest. It is a stretch to say that the Lacam Furka does shine this bright.

FINAL VERDICT: 28/45
Except for questionable reliability and bad gas mileage, there is not easy to find any overly weak spots in the Furka. Unfortunately, though, Lacam is entering a highly competitive market with a car that does not shine at very much either. Calling it “mediocre” would be unfair, but being “good enough” is maybe still not good enough in this segment, and suggesting buyers to choose a Furka over any of the competitors in this class may not be the easiest task for Lacam so we can only wish them good luck.

But if you want a good looking, comfortable boulevard cruiser for a more affordable price than it looks like, does not care about sporty driving and likes the heritage in the Lacam brand, and are willing to cope with the costs for gas and to gamble on reliability, then it is not a bad choice. We are sure that you are out there somewhere and this is the car for you, we can recommend it.

But is this the car that will put a Lacam in the driveway for everyone? No, we don’t think so.

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Thanks to @Arn38fr for the car!

[Madrias]

So, if I wanted to send in a car, how would I go about it? Curious as to how the 2005 Sinistra Savage would do in these reviews.

[Knugcab]

Just PM me the car file. And maybe some further info about the car.

[Knugcab]

I have decided to take a break from Automation (not from the board) until the engine update, so this is temporarily closed now.

[Knugcab]

“Taking a break” was working well…not.
And with all the challenges out of the way, I feel that I can open this for submissions again, BUT…
At the moment there is some things that I want you to keep in mind.

1. It can take some time to get a car reviewed at the moment, since I neither want, or have the time, to sit glued behind the computer and automation at the time.
2. If the queue gets too long, I may temporarily close for entries again.
3. If I find a car more interesting to review than another, I may not take them in chronological order. Hint: I think that there is kind of an overweight for sports cars and hot hatches now and would gladly see something else submitted. (And since this is a magazine that’s mainly for Mr. Average doing his car shopping, there is a greater chance to get a full review, and maybe even to get it quicker, for a more “average” car too)
4. I can’t promise that I will be able to review your car before the update will render it useless. Send it at your own risk.

[Marcus_gt500]

Good to see you back. I was missing my lazy chair read!

[Knugcab]

REPRINT FROM #19 1971
REVIEW OF ARMOR STREETHAWK

A DYING BREED OF HORSES

It seems like many of our readers dream of an Armor Streethawk. To use a metaphor, the alarm clock is soon ringing, unfortunately.

“Please test the Armor Streethawk!”
“Why haven’t you tested the Armor Streethawk yet?”
“If you will not test the Armor Streethawk soon, I will cancel my subscription!”

The letters from the readers are all saying the same thing. And now we agree with you, we have to test it now. Because in some months production will be cancelled. The muscle car fad is already dying on the other side of the Atlantic. Stricter regulations and silly insurance premiums means that an end is coming soon, and one of the first models to be axed is the Armor Streethawk. But will it be missed or was production barely justified at all? We will answer this now, and also some of the other questions that readers have sent in, regarding the Streethawk.

DRIVING CHARACTERISTICS
In city traffic, it is of course a barge, like most large american cars. However, standard mounted power steering is something we appreciate with the heavy V8 up front. And we are also surprised how well it works, given that a good feedback from the steering isn’t necessarily what you expect in this type of car where straight line performance is a priority.

The behaviour is the usual one, easy to swing out the tail at slow speeds, but understeering when pushed hard through corners. But sticky and wide radials makes the cornering abilities better than usual for this kind of car. But that didn’t help them from easily going up in smoke. This is not a car for unexperienced drivers (which the insurance companies in the states can confirm).

When it comes to the brakes, though, they are excellent! Yup, you did probably not expect to read that, but four wheel disc brakes puts them in sports car rather than muscle car territory. Hardly sensitive to fading at all and a short 42.7 metre stopping distance from 100. Bravo, Armor!

VERDICT: ***

PERFORMANCE
It would be a shame if the Streethawk didn’t excel here. And it does. The performance is almost scary. To start with, it can reach a 270 km/h top speed - where on earth you are supposed to be able to drive that is another story. 0-100 is done in 6.43 seconds - if you can get grip instead of burning tyres or clutch. 3.40 seconds 80-120, yup, you read it right. The quartermile is done in 14.47 seconds.

The Armor should be respected for its performance - it is almost too much, actually.

VERDICT: *****

COMFORT
The traditional soft suspension found in american cars is gone - the Streethawk is actually quite stiff. But the seating comfort is a surprise - better than many of the more “refined” cars out there. But it is heavy on braking, heavy on clutch and the gearbox is not the easiest to handle - common drawbacks of manual performance cars. And we have a quite remarkable engine drone. Tough or only rough? Well, probably depends on your own mood that day.

But overall, the car will get rather tiresome in the long run and is probably better suited for a short time of fun and games than for the long trips.

VERDICT: **

ROOMINESS & PRACTICALITY:
A two door body is not the most practical - but once you have crawled into the rear seat you have adequate space. The Streethawk is a bit cramped for its size - but so are many of the competitors too.

Armor has not joined the “fastback” trend, instead the Streethawk has a conventional notchback body. That means easier loading and a large luggage compartment. 598 litres are able to fit inside - not too bad.

A large luggage compartment is at least one rational argument for the Armor Streethawk. As if you wanted or needed one…

VERDICT: **

EQUIPMENT
How about radials, 4 wheel disc brakes, power steering, a nice velour upholstery, map lights both front and rear, flow-through ventilation, rear centre armrest, a leatherette sports steering wheel, alloy wheels… Yes, the Streethawk offers much in the standard equipment. A pushbutton selector radio is also standard. It had a crystal clear reception and a richer sound than most we have heard.

VERDICT: *****

ENGINE AND DRIVETRAIN
The 5.8 litre V8 features conventional technology, which is not necessarily a bad thing. It puts out impressive figures of 312 hp @ 5400 RPM and 498 Nm@2800 RPM. Sure, it is a bit loud and unrefined, and maybe even better bottom grunt would be expected by many people, not that we see why, because it is more than enough.

The 4 speed transmission works well - when you have gotten used to it. Spacing is sane but gearing is high for a muscle car.

VERDICT: ***

QUALITY & RELIABILITY
Forget the myths about american cars - the Streethawk is well built. Also, reliability is decent (thanks to true and tried technology maybe). Body on frame construction means it has fair rust protection - but absolutely nothing more since there was no extra treatment.

VERDICT: ***

ECONOMY
Expensive to tax and insure, expensive to run. Unstable second hand values (nobody knows what will happen to the muscle cars in the future), 19.1 litre fuel consumtion per 100 km - at NORMAL driving.

$21000 AMU to buy - but of course, a competent car is what you get back.

However, we can’t fool anyone that this will be cheap to run. Because it will not.

VERDICT: 0

SAFETY
American regulations are more stringent than european. There is also a great deal of safety equipment like dual circuit brakes with a vacuum operated servo, collapsible steering column with yielding wheel, 3-point safety belts, extensive padding on all hard surfaces and headrests up front. If one should complain about anything, unibody cars ofter have a stiffer passenger cell and some better controlled crumple of front and rear ends.

VERDICT: ****

FINAL VERDICT: 27/45
Soon, you can’t buy this anymore. But at least it leaves with flying colours. Some muscle cars is pure muscle - Armor Streethawk is some brains too. Still, it’s of course a completely unnecessary car. For some people - totally unthinkable.

But it has many enthusiasts, it seems like. And our test have found out that it is after all justified. It is surprisingly good at many things you don’t expect from cars like this. If you can afford running it, then why not?

Insanity on wheels - but sane insanity.

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Thanks to @GassTiresandOil for the car!

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[GassTiresandOil]

Thank you for that review! I’m glad it excelled in the areas it was supposed to lol.

[Knugcab]

I thought that I had to fill in with this review since it has been mentioned in the TGOD column.

[Knugcab]

REPRINT FROM #9 2000
TEST DRIVE: HIROCHI EXATIMA VL

The Hirochi Exatima has gotten more refined through the years - unfortunately that is also reflected in its pricing.

The Hirochi Exatima is an old model now, and a replacement is on its way. Though the old saying is that a car is never as good as the day it ends production - and that is true at least when it comes to the Exatima. It has always been a pleasant car to drive, no question about it, but at the same time it has been kind of a diamond in the rough, with a low safety rating and a build quality that has left much to be desired.

Now, that was true for the earlier models, and it is a bit unfair that the reputation kind of never went away, because the Exatima of today is a much more refined car than it was back in 1993. Its Euro NCAP rating is now 3 stars, close to the border to 4, and it is at least as well built as its competitors. Reliability and rust protection is not stellar - but still at very competitive levels.

Unfortunately, that has kind of moved the Exatima out of its segment as a price fighter, we guess that there is no free lunches in this world after all. This top of the line VL model costs $22800 - but it should be said that it is well equipped too. And Hirochi dealers are offering a $2000 discount at that price for this run out model.

The new for the year 1.8 litre engine with variable valve timing is by no means amazing, but a well working unit for mr. Average. It puts out 120 hp at 6600 RPM and has a reasonably flat torque curve. NVH levels didn’t impress us but could still be called acceptable.

8 litres per 100 km is not an impressive figure though - but once again acceptable. Servicing is borderline on the expensive side and the question is how well it will hold its value, an old outgoing model as it is.

But nobody can take away from Hirochi that the Exatima is still competitive after 7 years, and probably better than ever with all the bugs from the early examples sorted out - which also comes at a price premium. So, with the current price discount in the mind, it can absolutely be an interesting alternative for anyone in the market for a compact sedan.

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Thanks to @nicholasrams774 for the car!

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[nicholasrams774]

Thanks so much for the review!

[TheYugo45GV]

You mind if I send in one of my cars for a review, @Knugcab? Its one that I posted for Goodwood Festival of Speed

[Knugcab]

REPRINT FROM #11 2000
REVIEW OF SCHNELL D4

BULLS EYE!

In the SUV segment, the Schnell D4 is an interesting newcomer, and fact is that many things does speak in its favour.

“Do we really need another SUV?”

That question is far from stupid at the moment. It seems like every manufacturer wants to have one in their model programme now. And sure, who does not want to have a piece of a lucrative, growing market? Especially in the US, where sales figures are about to beat the ones for passenger cars.

One of the latest models released is the Schnell D4. On the outside a fairly modern looking car, that have abandoned the boxiness of most vehicles in this class for smoother, more rounded shapes. But is the inside as modern as the outside, or is there just a shiny new shell over outdated technology? Our road test will give you the answers.

DRIVING CHARACTERISTICS
The drive system is a 50/50 split AWD. You don’t have to think about touching anything, the power is always going to all the four wheels. And we found out that it could be seen as a good compromise between driveability and offroad capacity. The car feels very stable and secure, yet you are able to push out the tail if you want to. It will “never” break out uncontrollably though (never as in never during normal driving) and the handling is very good, especially for its class. We could reach numbers as high as 0.91 G on the skidpad. And, of course, during bad weather conditions, you have an even higher advantage compared to most cars. ABS and traction control helps in that case, but it doesn’t have the latest technology that also adds stability control.

But it is actually somewhat competent off the road too. Don’t believe for a moment that this is a real offroader, it doesn’t have any ambitions to be one either, but AWD with a viscous differential, large amounts of ground clearance and fairly big wheels and tyres will help you a lot. We dare to say that it can be driven anywhere you want to drive unless you are actually actively choosing to drive off road.

In city driving it can feel a bit clumsy if you are used to a regular passenger car, but we’d say that it is mostly a matter of getting used to it. A large executive sedan has a bigger footprint, actually, and the high seating position gives a good overview of the car. There is also variable ratio power steering which works well.

The brakes are unusually large which means no fading problems, and also moderate stopping distances. 100-0 is done in 40.4 metres, and there is of course ABS.

VERDICT: ****

PERFORMANCE
166 hp and 2.3 litres in such a heavy car doesn’t make for a rocket, right? Well, maybe not. But it has to be said that it does offer what you can expect nowadays. A top speed of 226 km/h, 0-100 in 9.19 seconds, 80-120 in 6.96 seconds and the quartermile in 16.62 seconds is fairly regular numbers and we find no reasons to complain. It’s more than adequate in a type of car that doesn’t exactly beg you to drive fast.

VERDICT: ***

COMFORT
The engine is a bit loud, even if sound insulation is good, the drone can get a bit tiresome on the long drives. Seating comfort is relatively good and the seats have a nice half leather/velour upholstery. The suspension is a rather normal affair, you are not exactly riding on a cloud, but it soaks up bumps relatively well. For a SUV, the tyre profile is kind of low, which makes the ride a bit more harsh on bad roads.

The Schnell D4 gets an average rating here. It really doesn’t shine comfort wise, but then again, few of its competitors does either. It still could be called reasonably comfortable and is not behind its competitors in general.

VERDICT: ***

ROOMINESS & PRACTICALITY:
A large box on wheels should also be reasonably roomy, right? Well, the Schnell is. But it is by no means exceptional. It has decent passenger space, not much more, and a 793 litre cargo area. Large, but some regular station wagons offer even more. The longitudinal AWD layout is somewhat space consuming, and like many SUVs, you’re easily tricked into believing the car is larger than it actually is.

This may sound like sour critisism, but it isn’t. The car is both roomy and practical but one should know that it has its limitations too. If you need an MPV, this is by no means a replacement.

One good thing: the legal maximum payload is as high as 1430 kg. You won’t overload that the first thing you do.

VERDICT: ****

The cargo compartment is roomy, but not unlimited.

EQUIPMENT
For a SUV with no direct ambitions to compete in the luxury class, the level of equipment is still pretty high. Electric windows and mirrors, climate control, leather/velour upholstery, CD player, anti lock brakes, traction control, leather gearknob, brushed aluminium inserts on the dash, alloy wheels - all is standard equipment. Especially for its price, we didn’t feel like something was missing.

VERDICT: ****

ENGINE AND DRIVETRAIN
Nothing is holy anymore. Schnell is now in a joint-venture with japanese Hakumai which actually is the largest shareholder of Schnell now. And the engine is co-developed with Hakumai, which gave us some worries since they have rarely impressed us with their engines in the past. But it did show that our worries was not justified. The 2.3 litre unit puts out 166 hp at 6700 RPM, kind of a positive surprise, but what we really liked with it was its nearly flat torque band, giving 167 Nm already at 1000 RPM with a peak of 210 Nm at 4000 RPM. That makes the 6 speed manual almost unnecessary since you can skip gears without any troubles. But we can’t complain about the operation of the gearbox.

For a modern engine, we are not impressed with the NVH levels though, we have driven better. But it has a peppy throttle and clean emissions, and is all in all a nice unit that features modern technology like VVT and VVL.

VERDICT: ****

QUALITY AND RELIABILITY
Predicted reliability for the Schnell is generally somewhat better than average. That could be said for the feeling of build quality too. Nothing impressive - but generally good. Far from a bank vault but everything sits there, works and doesn’t rattle.

The body structure is well protected against rust, but with no use of aluminium or galvanized steel, prepare to find surface rust in some years since there is just regular steel panels. But probably we won’t be talking 70s levels of rust now, thank god.

VERDICT: ***

ECONOMY
Count with relatively high ownership costs. Servicing is expensive at $866.50 while fuel economy is acceptable for the type of vehicle - still 9.4 litres per 100 km is not exactly what could be called economical anymore. But it should be said, though, that $27500 AMU for what you get is by no means expensive, and we predict a high second hand value.

VERDICT: **

SAFETY
You are relatively protected inside a car as big as the Schnell D4, by nature so to speak. Mass, long crumple zones and large distances to surfaces inside the car you may hit, is always a good thing.

On the other hand, we would like to say that it is by no means excellent compared to other cars in its class, rather on an average level. Some of the latest equipment are missing, for example there is only one single airbag, none for the passenger and no side airbags. Generally, the SUVs are still a notch below passenger cars in this area, so the Schnell D4 is by no means alone.

VERDICT: ****

FINAL VERDICT: 31/45
The Schnell D4 is one of the more interesting newcomers in the SUV segment. The perfect car does not exist, and the Schnell D4 is far from perfect, yet we think that Schnell has nailed it when it comes to what the customer expects from a car like this. Where it has to shine, it shines. Compromises have been made where they don’t matter as much - but maybe even more important, nothing is compromised so much that it is actually bad.

We predict a bright future ahead for the Schnell D4. Schnell have aimed right - and hit bulls eye!

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Thanks to @interior for the car!

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[Knugcab]

Yes. Go ahead.

[Knugcab]

By the way, I have added some covers to the main, overview post. What do you think?