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REPRINT FROM #15 2010
TEST DRIVE: AXEL MRS TURBO
DR JEKYLL AND MRS HYDE
There is more that shines than just the bright yellow paint, especially in crowded city traffic. But the horizon is not without some dark clouds here.
Axel is a young car brand, actually not even 30 years old. And because of their narrow model programme, they have continued to be a niche manufacturer, more or less. But they have their fair share of enthusiasts and we have decided to take a little closer look on the new MRS Turbo to see what the rage is all about.
At only 3.85 metres of length, the MRS Turbo is a small car, but by no means spartan. That shows already in the body construction with high strength steel in the structure and outer body panels in aluminium. Under the bonnet there is an unusual configuration of an 1 litre 3-cylinder turbo. Putting out 120 hp it feels kind of zippy but it has to move more weight than you expect. 1236 kg is not really extremely lightweight considering that it is a small car with an aluminium body. The luxurious interior for its class and the very high level of safety might be an explanation. The MRS Turbo is one of the best superminis ever tested by Euro NCAP.
11.7 seconds to 100 and a top speed of 180 km/h means that this is more of a fun little city car than a hot hatch, though, and as a such it does that job well, nimble and small as it is. Except for one thing - the fuel economy, an important part for almost any buyer of a car like this. There is no excuse for drinking 9.9 litres per 100 km for a 3-cylinder car of this size. $29600 AMU is maybe not a bargain either and the service costs are on the higher side.
On the other hand you get a car that feels much larger than it actually is. There is insane amounts of space on the inside, the interior has both materials and equipment that you usually only find in larger cars, but the lack of rear doors somehow hampers that a bit. Also, the comfort of the luxurious and spacious interior is a bit hampered by the firm chassis setting, that on the other hand gives great cornering abilities. The understeer is not as appearant as in some other torsion beam FWD cars either. The brakes are good but somewhat sensitive to fading. There is ABS and traction control, but believe it or not, no ESC despite the high safety ambitions.
No, frankly we believe that Axel stays a niche manufacturer. This car does not feel well thought out. It does not know what it wants to be. Hot hatch, city car, small luxury car? It is expensive to buy and run even compared to larger cars, it has an aluminium body and a 3 cylinder engine but is by no means light, and it drinks fuel like if there was no tomorrow. Still the performance is not anything to brag about. It is one of the roomiest cars in its class but that practicality is hampered by its 2 door body, it has high safety ambitions but is still missing some equipment, and it has strange engineering decisions like putting narrower tyres in the rear than up front, and in very weird dimensions.
This car shines on a few points, but there is way better allrounders out there.
(Thanks to @Frostquake for the car!)
5 Likes
REPRINT FROM #1 1997
REVIEW OF VOITURE INFIME VSR
C’EST FANTASTIQUE!
We agree that the headline is silly, but for buyers looking for a pure driver’s machine, the Infime VSR has much to offer.
The hot hatch is far from dead. Sure, insurance premiums and curb weight has been increasing steadily for the last 10 years, taking away most of the fun from the 80s. But there is still interesting competitors in the class. Take the Infime VSR as an example. The Swedish importer is selling every example they can bring in and if you are looking for an used one to cut the waiting time, well, good luck. But what is the reason behind its success? Read our review and find out.
DRIVING CHARACTERISTICS
Probably this is about as good as front wheel drive handling gets. It is so neutral without any understeering characteristics that it is easy to start to wonder if you aren’t in a RWD car after all. One reason might be the advanced double wishbone rear suspension that helps keeping the rear wheels under full control instead of just dragging them behind. And the skidpad numbers are speaking for themselves at 1.15 G! Yes, you did read it right.
The brakes also could be said to be in a class of their own. In just 32.5 metres it stops from 100. There is absolutely no signs of fading (vented discs all around, by the way!), the brake balance is well proportioned and ABS is standard.
Yet it is of course an easy and nimble car to drive, that could be used as a daily without any hassle at all. A standard torsen type differential and electronic anti-spin system keeps the expensive sticky tyres from going up in smoke. Variable ratio power steering is standard and works well.
This is simply a car that you get in and never wants to step out of. A car made for the driver, giving reward for every input from the pedals, gear lever and steering wheel.
VERDICT: *****
PERFORMANCE
This car is a little bomb. 230 km/h top speed is maybe not the most impressive number nowadays but enough to lose your license by great margins, so. The acceleration of 6.78 seconds to 100 and 4.03 seconds between 80 and 120 would have been considered sports car fast just some years ago, and quartermile times of 14.82 seconds are also great numbers.
VERDICT: ****
COMFORT
Of course there is some tradeoffs because of the excellent handling. A firm suspension and very low profile tyres does not really result in a smooth and soft ride. The drone from the engine can also get nerve-wrecking on long trips, to say the least, but hey, in a car like this the engine should not be muted, right?
There is no full feathered sports seats, but rather standard seats with a little extra side bolstering. In the back actually so much that it renders the car a pure 4-seater. But they are really supportive, and surprisingly comfortable.
But for the long highway cruise or a journey through bumpy country roads, well, we would maybe suggest something else.
VERDICT: *
ROOMINESS
The car is cramped, but on the other hand it is small so it might be excused. Despite being a 4 door, the back seat is nothing for adults other than for very short trips, and absolutely not for more than two of them. And the luggage compartment, well, our suggestion is to pack lightly. Stuffing in more than a couple of bags will be a challenge.
This is no MPV, but honestly, did you expect that?
VERDICT: *
EQUIPMENT
The comfort equipment in the Infime VSR is on a normal level for its class. But there is some other really pleasant surprises. Adaptive damping and semi active sway bars for example, is something you expect to find mostly in more upmarket cars. Traction control and a limited slip differential is also standard, as well as 16 inch alloy wheels on sticky rubber and a tape player that didnt really impress on us, but on the other hand, the boombox crowd will throw it out immediately anyway while the driving enthusiasts probably does not care.
VERDICT: ****
ENGINE AND DRIVETRAIN:
Despite being naturally aspirated, the 1.6 litre inline four has an impressive power output for its size of 173 hp. Variable valve timing and lift means that the torque curve is really nice and flat. The throttle response is simply amazing and the engine runs relatively smooth, even if being a bit loud. The gearbox is a six speed manual, with close-ratio gearing and the operation was really smooth, for being a FWD vehicle it is among the more pleasant manuals we have shifted.
VERDICT: *****
QUALITY
You have heard all the myths about unreliable french cars, but do they have some truth behind them? Fact is, that the Infime can cope with the abuse that is thrown at it, reliability is no worse than the average car, and gives the impression that it is actually really well built. Some of the outer panels are made of aluminium, which both saves weight and reduces the risk for corrosion. But despite some extra rust protection being applied, there is just standard steel in the structure, which means some risk of rust in the years to come, even if we doubt that the problems will be on 70s levels.
VERDICT: ***
ECONOMY
27600 for a small car sounds like a lot, but considering that you get very much for your money, its acceptable. A light weight of only 1014 kilograms means that tax will be cheap but the insurance 'premium might on the other hand be bloody (as it will be for most of the competition too). Service costs are high, a drawback with lots of advanced technology like this. However, being a sought after car means that second hand value is among the best on the market. 8.5 litres per 100 km is not bloody at all, considering that we are talking about a high performance car.
VERDICT: ***
SAFETY
The old truth that small cars are deathtraps is maybe not so much of a truth anymore. The Infime has equipment like a drivers side airbag, headrests and 3-point belts on all seating positions, side impact beams and height adjustable front seatbelts. That’s good for the class even if some competitors have gone even further. ABS is an important addition to the active safety, as well as the impressive brakes and handling, of course.
VERDICT: ***
The Infime VSR is a great package of everything a hot hatch buyer wants.
FINAL VERDICT: 29/45
First, we want to say that pure numbers are far from everything. A car like this clearly has its drawbacks when it comes to comfort, interior space and economy and will never be a “sane” buy. Neither will any of its competitors. Voiture has put the resources where hot hatch buyers want them the most. A great driveline, excellent handling and brakes and frisky performance. What more could you expect?
We can clearly say that this is among the best cars in its class and a pure favourite for us, and we really understand why it is so sought after. It has really struck bulls eye when it comes to what most buyers of a car like this are looking for, and we can’t find anything to complain about.
(Thanks to @replaY for the car!)
6 Likes
REPRINT FROM #19 1995
FIRST LOOK: AUXIO SV500
OH, WHAT A CAR! (FOR A CHOSEN FEW)
Here, on american ground, there will probably be some SV500s rolling around. In Sweden it will be a player in the margins. But dreaming is cheap…
$57500 AMU for a car? It better has to be fantastic then, right?
In this case, it is Tanakas latest try to boost the image of their Auxio brand, the SV500 luxury coupé, where we managed to get a short test drive of a pre-production example. Fact is, that it is an attempt to further distance Auxio and Tanaka. While earlier Auxios have been rebadged versions of the most luxurious version of the JDM Tanakas, this is a completely different car. Or, almost. It’s based on a Tanaka Courser platform (a model we will never see in europe) but the interior and exterior are of their own design.
The first impressions are positive. A 377 hp V8 will send the 1.7 tonne luxury cruiser up to 100 in 5.6 seconds and it has a top speed over 300 that will put most of the cars on the german autobahn to shame. The price to pay is that it is not quite whispering though. It’s burbling on loudly but there is on the other hand lots of sound insulation and one of the best audio systems on the market in cause you get tired of listening to the V8 (which we doubt, it may be loud but it has a pleasant roar to it).
And we think that Auxio may have nailed it here. The key is that it is such a competent package overall. There is faster, better handling, more comfortable, easier to drive cars out there. But few of them are doing everything as good at the same time as the SV500. And it is said to be extremely safe, the aluminium body means that there will not be any rust issues, the brake fade problems that was evident in early examples of the AQ500 is a thing of the past. It is sparse on fuel considering weight and performance and it features lots of interesting technology like active aerodynamics.
But as we said, it comes at a cost. In Sweden, there is not a huge market for luxury coupés like this, few people can afford them, especially in times like this after the huge financial crisis some years ago, not to mention afford the costs of ownership. The few buyers that still will get one can consider themselves lucky because you get a great car for the money, no question about it.
In the US market it will probably become a success. And we think that this is the boost that Auxio really needs. They are showing that they really CAN challenge the more traditional, huge, heavy names in the luxury class.
(Thanks to @Aaron.W for the car!)
6 Likes
REPRINT FROM #21 2019
FIRST LOOK: JEDAMO ZENRIN TURBO JPD
POCKET ROCKET - AT A PREMIUM
The outside may be beautiful in most people’s eyes, but it is the inside that counts, and it does deliver all that the outside promises.
The Turbo JPD edition of the Zenrin will be Jedamo’s weapon of choice for motor sports in 2020. After we got a chance of having a small sneek peek at one of the examples built for homologation, we think that they have got a possibility for success. Under the hood we find a 380 hp 2.3 litre inline 5 cylinder turbo - that we guess that there is still some horses left to squeeze out from. Aluminium body panels will save on weight, and an advanced multilink rear suspension (paired with conventional McPherson struts up front) will keep it planted to the road. AWD and an electric LSD means that there will always be grip for the already sticky 255 wide track ready tyres.
And the car is pure rage indeed. How about a 1.23 G skidpad rating? A 4.1 second 0-100 time, top speed of 261 km/h, 12.43 second quartermile time? The brakes have almost enough bite to give you a blackout, stopping from 100 km/h is done in just a bit over 30 metres.
The driving experience speaks for itself. The car really hugs the track, reacts to all your inputs exactly like you want to, it’s more or less an extension of yourself, to use a worn out cliché.
But at $58100 AMU this is not a car for everyone, and it was never supposed to be. But we predict it to bring success to Jedamo at the racetrack - and joy to the lucky few civilian buyers that will get their hands on an example.
(Thanks to @replaY for the car!)
5 Likes
REPORT FROM #24 2000
USED CAR REVIEW: 1994 AMA KINGBIRD
WHO DARES, WINS.
The AMA Kingbird is sort of a bargain in the luxury class at the moment, but search carefully for the right example!
Let’s get the facts straight to start with, the myth that the AMA Kingbird has a tweed cap for the driver included in its standard equipment is just a myth and nothing else. On the other hand, it is about the only thing that was NOT included. And being sort of an overlooked model, Kingbird values are at an all time low. For people looking for something different, there is a chance to find a bargain at the moment. But isn’t it risky to buy a second hand luxury car?
To be honest, yes it is. For 1994 the Kingbird was packed with absolutely everything that could be found, which also means everything that can break. And breaks, it does. But the good thing is that the “tweed cap” customer base that has been a standing joke when it comes to the Kingbird often have babied their examples. You have a great chance of finding a low mileage example that has been serviced according to the book, if not better. And you should. Of course, you can find even cheaper examples, with many miles on the odometer and with flaws and dings, questionable maintenance etc. - but please, don’t! In this case, buying cheap is the expensive alternative.
To start with, the 4.6 litre V8 seldom causes problems, a moderate output of 280 hp means that there is not much stress on it. There has been some rare cases of piston failure when driven very hard - but they are few and far between. However, a good service history is the key here. Being a DOHC you should stay away from an example with a rattling timing chain, a failure will end up with engine damage, and the complicated construction means that a swap is expensive. Also, the 4 speed automatic and the viscous differential are generally reliable - as long as they have been maintained and driven properly.
A greater cause of trouble is the suspension. A double wishbone front and multilink rear means that there is lots of balljoints and bushings that can wear out - though they are of high quality. But leaking air suspension and troublesome adaptive dampers is a dark - and expensive - chapter when it comes to the Kingbird. If it looks sagging or if it drives strangely - watch out!
Then there is of course all the electronics in a car like this that can always be a source of trouble - but considering that about everything you could get in 1994 is standard, the amount of electrical gremlins aren’t concerning compared to other cars in its class - but check that everything is working and that no warning lights are lit on the dashboard. Some vehicles (not alarmingly many, but still) have had SRS troubles. The airbag light should light up for a short while before it shuts off when the ignition is turned on. If the lamp is dark - watch out. It might be a sign that the bulb has been removed instead of a fix of the actual problem.
Rust should not be a worry though. The Kingbird’s protection against corrosion is among the better on the market.
The Kingbird is maybe not the most exciting drivers car out there, but for relaxed and comfortable driving it fits like a glove.
So, what is your reward then if you manage to find the right example? Well, to start with, it is of course an extremely comfortable car, thanks to the air suspension, fantastic interior and smooth, quiet V8. Also, data from the US from both NHTSA crash testing and insurance statistics shows that it has a safety that is matched by few. But maybe the most important part is that for compact car money, you will buy something really different and impressive.
There is of course drawbacks too. One of the major reasons why the Kingbird is so anonymous on the market is that it is not really the sharpest driving experience out there, and that it is outperformed by some competitors. But the Kingbird is not about being the first to leave at the redlights or about carving corners. It is about relaxed driving, with dignity and comfort. That may be some reasons for the image as an old man’s car. On the other hand, it means that the Kingbird is a bargain at the moment, so if you are in the market for one, it is only good news.
It will never be a cheap car to own and service though, even if it has a relatively good fuel economy for what it is, and even if there is an useable back seat, the coupé body and tiny luggage compartment means that it is far from a practical vehicle.
If you can live with its drawbacks and is aware that it can be a risky buy, go ahead. As long as you find the right example, of course.
(Thanks to @abg7 for the car!)
2 Likes
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.
2 Likes
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).
1 Like
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!
2 Likes
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!)
10 Likes
Aye, and thank you for the review!
1 Like
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
0 voters
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I’ve seen a few of these cars driving around since I’ve been on this site…cool reviews to say the least!!
I must say that I don’t really get what you mean there, can you try to explain? 
Just saying that I’ve seen a few of those in various threads around the site, its nice to see them getting reviewed.
2 Likes
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!)
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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!)
4 Likes
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.
4 Likes
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!)
3 Likes
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!)
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