Trafikjournalen (Test: 1955 TORSHALLA POESY KOMBI)

Knugcab · 13 July 2021 00:12

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.

Thanks to @GassTiresandOil for the car!

GassTiresandOil · 13 July 2021 01:33

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

Knugcab · 13 July 2021 07:23

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

Knugcab · 13 July 2021 08:03

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.

Thanks to @nicholasrams774 for the car!

nicholasrams774 · 13 July 2021 18:56

Thanks so much for the review!

TheYugo45GV · 13 July 2021 20:06

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 · 13 July 2021 22:03

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!

Thanks to @interior for the car!

Knugcab · 13 July 2021 22:06

Yes. Go ahead.

Knugcab · 15 July 2021 10:38

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

HighOctaneLove · 15 July 2021 12:26

I like the covers, I think they look period correct afaik, and having hyperlinks to the articles covered within the magazine will make this thread much easier to navigate as well.

Knugcab · 16 July 2021 22:41

REPRINT FROM #21 1979
CENTERFOLD: 1950 AKERSTROM TYPE C AERO COUPÉ

The centerfold of this issue takes us back 30 years in time. To the beautiful Akerstrom type C Aero Coupé. The first production car from Akerstrom, that with its streamlined handmade aluminium body, its beautiful split rear window and shiny wire wheels could make the heart beat faster for any automobile enthusiast.

But it was also powerful. 138 hp is a respectable number nowadays, let alone in the 50s. A top speed over 200 km/h was almost science fiction. It could also reach 100 in a little more than 11 seconds. Not the fastest by todays standards, but still…back then…

And the handling then… Still competitive by todays standards, mainly since Akerstrom gave it a more sophisticated coil sprung rear axle than the more common leaf springs mostly used back then. But like other fast cars from days gone by, the brakes were somewhat underpowered for the task.

Today, the C-type Coupé Aero is already a classic, steadily rising in value. And for most people, it will only remain a dream, forever.

Now, take some pins and attach your dream to the wall. They could need some decoration like this. What you will miss then is of course the roam from the 3 litre OHC inline six. We can’t replicate that on a picture, you know.

But man…the shape, the curves, the lines… At least you have got them to look at, which is far from the worst.

Thanks to @HybridTronny for the car!

Knugcab · 17 July 2021 08:33

Now I have a request…
Does anyone have a .car-file for a really old car? We’re talking early 1930s or older, the older the better.
Since I am only needing it for a photoshoot, engineering is completely irrelevant, it only has to look convincing for its age.
(Found it)

Knugcab · 17 July 2021 14:30

So, now I got the cover photo I wanted for issue #3 1985 - thanks @Riley, and for that matter @Arn38fr.

Knugcab · 19 July 2021 22:46

REPRINT FROM #21 1979
MOTOR SPORTS: IS MARA BEING DISHONEST?

INVESTIGATING THE IRENA GTR79

bild
This picture got kind of famous after the 1979 International gran turismo rally. The question is now - did Mara run into the ditch with their advertising, too?

The Mara Irena. A kind of nice compact car for a competitive price, but nothing that automobile enthusiasts are running their legs off to be able to buy. It has been so for the more than 10 years it has been in production, which also means that it is feeling slightly dated at the moment. So, a bread and butter car, and absolutely nothing about it will spawn excitement, right?

That was true a year ago. Then, BOOM!, something very interesting happened. Many people laughed at Mara for their entry in the 1979 International gran turismo rally. The humble Irena sedan all of a sudden had a sporty 2 door fastback body, and due to homologation rules we all were guessing that something interesting was lurking in the shadows. But other than that it looked like nothing special at all. It was even said to have a bored up version of the standard Irena engine and nobody believed in their chances at all.

And then….

The laughter was stuck in the throat of everyone after stage 1. Mara in first position. Among more exotic cars, an economy car from Archana was taking the lead. Looking like nothing special at all. Sure, their success varied very much, but nobody had expected the Archanan budget car to finish in third, which they have advertised very much.

And now it is here, the Mara Irena GTR79. The “road legal” rally car version. Or is it? Well, of course it is road legal but looking at it, we started to have our doubts…

First of all, it should be said that there are no bad feelings about the GTR79 in itself. Reasonably quick, yes, but not really rally winner quick? It is fun to drive, great value for the money. It still runs four wheel drum brakes (!). Stopping distances are still reasonable even if they have the classic drum brake fading problem - but is that really equipment for a rally winner? Otherwise it is a typical Mara as they always have been. Simple, robust, practical. But that’s part of the problem. It is very much a normal Mara, while Mara is advertising it as a road going version of their famous rally car. And to us, it feels kind of doubtful that the standard Irena could be a rally winner.

But who are we to answer? Instead, we did something interesting, as a real investigation and service to you as a reader.

We went out incognito and bought a brand new Mara Irena GTR79. No spiced up press car, but the exact same car that you can buy as a private customer. Then we took it for disassembly by the real group of experts.

To Gotland and the engineers at RAUK.

This was a nervous moment to be a Mara Irena indeed.

Now, it may sound kind of biased to let one car company say things about a competitors car. But keep in mind that RAUK is a low volume sports car manufacturer, and about the opposite to Mara on the market. Keep in mind that they are by no means unwilling to co-operate with the large car companies (for example, you probably remember the RAUK-Olsson 97, a spiced up version of the Olsson 67 that was a hot hatch before the term was invented). Also, RAUK said that they had no ambitions at all to enter the 1979 International gran turismo rally. “Rally is not the kind of motorsport that we are going to compete in”, says Gunnar Hedqvist, engineer at RAUK.

“But you are capable of building a rally car?”

“Yes, absolutely. There is no magic behind that.”

So, the engineers at RAUK tore the Mara down and studied it in detail. And how about their verdict, is it a rally winner or is it just a regular Mara with war paint?

“To start with, this is absolutely not a bad car”, says Hedqvist. “It is pretty sane engineering for what it is, in our opinion it is a sporty compact coupé for the budget conscious buyer”.

“But nothing more?”

“In this version, absolutely nothing more. This car requires hefty modifications to be competitive in rallying.”

“More than you can achieve without altering the base car too much?”

Here, we saw that Hedqvist got uncomfortable. Probably he wanted to say something more salty, but preferred to stay humble.

“Well. Let’s just say that we would not build on this base. The engine could probably be upgraded from the base block, but would need heavy internal modifications. The rest of the car…well. If RAUK were to build on this base, we could have kept the basic body shell but built a completely new car underneath.”

“Are you saying that Mara in one way or another has cheated with their rally entry?”

“Absolutely not. Just because we can’t see how to do it at RAUK, does not mean that other manufacturers can’t achieve it. Also, we haven’t seen the rally entry up close, which not many people have done due to Mara being very restrictive in many ways. We would definitely not sink as low as accusing them for cheating.”

“But is it by any means possible to see this as a street legal version of the rally car?”

“Only by a far stretch maybe. As we said, in this form, this car is extremely far from being a rally winner, and you can’t make it one in a garage with a spanner and a hammer. Maybe they have found ways through the homologation regulations, but let’s just say that we would not advertise it as such if it was RAUK that sold the vehicle”.

It can be driven hard, but is it really a street legal rally car?

So long the input from RAUK, but we contacted the Mara importer in Sweden to get their view of what we have found out during our investigation.

"First, thank you for the opportunity to comment on your article.

You may not be aware, but the Irena’s coupe version has already been available in the home country for a couple of years, so it is well-established on that market. However, we only have introduced it here earlier this year due to the success in the GT79 rally.

For the Irena coupe, there has been a widely available lower-end trim (the SX 2.0) and an upper-end trim (the GTC 2.5) with more limited availability. The rally entry’s homologation has been based on the GTC, and then even further refined in a collective effort within the range of allowed modifications.

The GTR79 special edition we have introduced here is based on the regular SX 2.0 but modified to match the rally special in appearance and spirit - and as you may have seen, our recent campaign for the GTR79 emphasised ‘Drive the Spirit of Surprise’. What other manufacturer makes the spirit of a GT79 rally contestant (let alone a stage winner) available for a comparable price point?"

In one way, we can give Mara right. It looks the part, is fun to drive and sells for a price that is hard to beat. For the money, you will probably not get anything else that even looks like one of the other contestants.

The problem is, though, that we still feel like Mara is trying to boost their image by trying to say that they won with a car that was not much different than the GTR79 version currently for sale. For example, they now admit that the GTR79 is not even based on the same trim level as the rally winner, but on the GTC 2.5 - that hardly anyone has seen in this market. Something they have been very quiet about.

Is this then an argument against the Mara Irena? Absolutely not. But we feel that you need a honest view of everything as a customer. That will help you to do the right decisions, wheter it involves buying an Irena GTR79 or not.

But one lesson that we have learned before and that we can learn again - in war and advertising, everything is allowed.

(Thanks to @AndiD for helping me with the article, supplying the car and giving me the idea!)

Knugcab · 20 July 2021 12:43

REPRINT FROM #25 1988
REVIEW OF LACAM ORNON 230 G A

A FANTASTIC CAR IN MOST WAYS, BUT…

Many customers will probably find the new Ornon stylish and handsome, and there is lots of weight in the Lacam name in itself. But how well will it stand up against the competition?

Lacam. Just taste the name in your mouth. It oozes refinement and high class, it has an aura of luxury around itself, right? Even if they lately have aimed also at the entry level luxury market with their little Furka, they haven’t forgotten the upper segment. Now it is time for a new Ornon for the fourth time in history. But is Lacam still up to what they stand for, or are you only buying a brand name nowadays? We will try to find out by testing the top of the line model, the 230 G A.

DRIVING CHARACTERISTICS
There is of course no problems to swing out the tail in this 228 hp rear wheel drive vehicle. But during normal conditions it is generally predictable, and there is no dangerous oversteering tendencies when pressed hard, during, for example, an emergency maneuvre. For a luxury sedan, it still has a relatively small footprint, so city driving is not as much as a hassle as it is in many of its competitors. Power steering is of course standard (in this class everything else would be a shame), it is of the variable ratio type and offers a very good balance between ease of steering and feedback from the road. The skidpad rating is 0.89 G - a more than acceptable value even though some competitors may be even a step further forward.

Thanks to vented discs all around, there is no fading problems, and braking from 100 is done in a short 38.7 metre distance. ABS is standard equipment.

Something that may be a bit surprising is the open differential in a performance car like this. It is easy to end up with spinning wheels if not being careful - especially in slippery conditions.

VERDICT: ****

PERFORMANCE
0-100 is done in a fast 7.1 second time. The top speed is 250 km/h - and it is limited there, something we probably will be seeing more of in the future, like it or not. That may be something that harms the Ornon’s status as a performance car, compared to non-limited competitors. But one can really question - where is the need to drive more than 250 km/h? 80-120 is done in an equally fast 4.2 seconds and it manages to do a 15.55 second quartermile time. One of the faster sedans on the market, no question about it.

VERDICT: *****

COMFORT
You have probably heard multiple times that a car “feels like your favourite couch at home” or “rides like on a cloud” - but sometimes it is justified. The suspension of the Ornon is good at soaking up bumps, and the dampers have adaptive rates, so you always get the ideal compromise between sportiness and ride quality. The V6 (yes, V6, more about that later) whispers quietly and is hardly even heard through the thick sound insulation. The four individually reclining seats offer state of the art seating comfort,matched by almost nobody. Until we get cars that can drive themselves, a Lacam Ornon will probably be one of the most comfortable ways to get from point A to B.

VERDICT: *****

ROOMINESS & PRACTICALITY
It is roomy inside, no question about that, but the 4 seater configuration somewhat hampers practicality. 522 litres of luggage space could be classed as adequate for a sedan of this size.

Sometimes, packaging has not been given such high priority in this class, and well, we can understand why since it is not really a question about the most practical vehicle for the large family, building a plush and luxurious vehicle is more important, but the Lacam is a good compromise after all.
VERDICT: ****

EQUIPMENT:
As usual in this class, it has all the gizmos you may ask for. It is upholstered in really fine leather and there is inserts of real walnut veneer in carefully chosen places. The steering wheel is wrapped in leather too, there is four electrically controlled bucket seats, of course electric mirrors and windows as well as central locking, a dual zone automatic climate control, centre armrests with built in cupholders, cruise control, alloy wheels, ABS…

If you mention it, there is a huge chance that the Ornon has it and everything we are missing is, as stated earlier, a limited slip differential.

VERDICT: *****

ENGINE AND DRIVETRAIN
For the first time ever, Lacam has gone from an inline six to a V6, and we are not sure that we totally like it. Even if it’s very quiet, it still lacks the smoothness of an inline six. But it is a fully modern unit, 24 valve DOHC made entirely out of aluminium. It puts out 228 hp from its 3.5 litres which is absolutely enough to move this light (for its class) car out of the way. Overall a good powerplant, but without anything that made us go “wow” (we are quite spoiled nowadays in this class, I guess).

Behind it you will find a 4 speed autobox, computer controlled, with lockup and a kind of “sporty” close ratio spacing. Gearing seems to be well chosen and operation left nothing to be desired.

VERDICT: ****

QUALITY AND RELIABILITY
There is no question that the Lacam is built like a bank vault, almost over-engineered. It is absolutely rattle free, everything seems to be straight and perfect and it really gives that aura of exclusivity. Also, it will take a long time before its body structure will give up because of rust. The protection against weather and wind is simply excellent.

But lots of technology also means lots that can go wrong, and earlier Lacams have not really been trouble free. Unfortunately, we don’t expect the new Ornon to be, either.

VERDICT: ***

The Ornon is raising the bar in the class in many ways - including the sticker price, unfortunately.

ECONOMY
This might be the most costly alternative, but $52400 AMU for a car can by no means be justified from a rational standpoint, and even if we predict it to be sought after on the used car market, the amounts of money that will be lost the first years is going to be huge. At $1340.70 AMU, service costs are astronomical, and at 12.8 litres per 100 km it is not really a fuel sipper by modern standards. Like almost any competitor, the Lacam Ornon gets a very low rating on this point.

VERDICT: 0

SAFETY
The Ornon is a modern construction with well engineered crumple zones and a reinforced passenger compartment. It also offers most that you can ask for when it comes to safety equipment, like airbags, side impact beams, pretensioning seatbelts, headrests and such, as well as active safety equipment like ABS. It may not be the largest land barge on the road but it has scored well in crash testing. This could absolutely be called one of the safest cars on the market without stretching the truth too much.

VERDICT: *****

FINAL VERDICT: 35/45
We may not have been impressed by its little brother, the Furka, when we tested it some years ago. Maybe some sour comments that it has recieved for “not being a real Lacam” bears some truth, because the Ornon shows that Lacam really is on top. The competition in this class is getting harder for every day, but the Ornon is certainly one of the best cars on the market at the moment, which of course comes at a price premium.

But one has to keep in mind that the competition is everything but weak. An interesting alternative is, for example, the Auxio AQ500 that will arrive in Europe very soon. It may not feel as refined or have the same aura of upper class as the Ornon, and is from a new and “unknown” brand, but truth is that it does most things at least almost as good as the Ornon - to a price of “only” $41100. That is hard to argue against.

But the buyer that can afford an Ornon will be rewarded in the end - no question about it.

Thanks to @Arn38fr for the car!

Knugcab · 20 July 2021 15:55

REPRINT FROM #10 2003
TEST DRIVE OF SCHNELL D8 AWD-S

BARGAIN WITH FLAWS

Schnell has a rich tradition of building sports sedans. The legacy continues with the D8.

“Platform thinking” is a hot topic in the automotive industry at the moment. Having a whole range of model built on the same underpinnings saves both time and money for development. So, it may sound weird, but today a SUV and a sports sedan can be built on more or less the same parts underneath. Exactly that could be said about the Schnell D8, which is built on the platform first seen used by the D4 SUV.

Not only platforms are shared, sometimes even different brands shares parts with each other, like engines. The D8 has a Hakumai build V8, 5 litres and 372 hp which of course gives good performance, but the car is heavy so maybe not as extreme as it sounds. But a 0-100 time of 5.7 seconds and a top speed of 282 km/h should satisfy most buyers. Quartermile is said to be done in 13.86 seconds. Annoying, however, is the rev limiter that cuts off at 6600 RPM where the engine still has more to give.

The weight also takes its toll on braking, despite huge vented discs there is fading problems and 100-0 is done in 40.3 metres. Absolutely not bad but some competitors are better. The same could be said about the handling. It is neutral and pleasant to drive, and feels safe and secure, but even if it’s a decent figure, some competitors offer better rating at the skidpad than 0.94 G. Tyres could play a part in it, the Tyrelli P5100s mounted on the D8 is more a comfort oriented tyre for upmarket family sedans than for really fast, sporty cars.

Combine that with a thirst on fuel that can’t be ignored and a somewhat lacking safety equipment, and it becomes clear that despite its sinister looks, the Schnell D8 is not one of the top contenders in its class.

But, instead, it has a chance of becoming the real price fighter at only $36500 AMU. For a car in this class that is almost impressive, and you still get a fast, sporty car for that amount, that “almost” makes it even if it never reaches the top.

So, we are somewhat positive about the chances for Schnell to win the customers here. Because no matter how good a car is, you never get it sold to a buyer that can’t afford it. The D8 brings the sports sedans down to the people, and that will absolutely catch a customer or two.

Thanks to @interior for the car!

Knugcab · 23 July 2021 07:25

REPRINT FROM #4 1985
USED CAR REVIEW: KAIZEN TERRAVIS

UNBREAKABLE - UNLIKE YOUR BUDGET?

The Kaizen Terravis is a highly interesting alternative among offroad vehicles. Unfortunately, its qualities are well known, so finding that “bargain” is more or less impossible.

Two is more than four. Now, that might seem obvious, but it also means that for some of us, two drive wheels simply won’t cut it. Luckily, 4wd vehicles have evolved lately from the rather primitive workhorses they were for a long time. There is many interesting alternatives even on the used car market, and among them is the Kaizen Terravis, no question about it.

The example we found at an used car dealer, and that we decided to take a closer look at, is a four year old Terravis 15o 2-door, with the 4.5 litre inline six. It should be said that it could almost as well have been a new car, since it was more or less flawless and well taken care of. Usually, offroaders have seen some abuse in their life, but a Terravis can cope with that too. To start with, a sturdy ladder chassis with simple but robust solid axles front and rear, is a formula that is hard to beat for durability. And you will probably have to look a long time for rust at that ladder frame, since Kaizen galvanized it. Thanks a lot for that!

Of course, cosmetical surface rust CAN be found on examples that have seen some hard abuse, but not as much as for some competitors, the paintjob and steel seems to hold above average quality. The rust you may find is “honest” and easy to spot, there is no direct hidden rust traps in the construction.

Engine wise, the inline six just runs forever. Of course, it hardly revs at all and from the 4.5 litres, the power output is 151 hp, so it is hardly stressed at all. The fuel injection system is nothing to worry about, it is at least as reliable as a carburetor. If the oil has been changed more often than once every total eclipse, you should be fine. The rest of the driveline (gearbox, transfer case, rear axle) is of a robust and simple construction, but it seems that it is not really as unbreakable. If it has been used hard, watch out for some wear there, listen if you hear any strange noises, try to downshift and see if the synchros work as they should. It should be said that generally there is no problems, it is just not totally of the same excellent quality as the engine.

Overall, without being a torture chamber, the Terravis is still relatively free from modern day gizmos, and if something is not there, it will not break. There is power steering, as for any car, watch out for leaks and keep in mind that the steering should feel light and the operation should be smooth. Also, for a vehicle that may have forded muddy creeks etc. a check of the braking system is a sane thing to do. Disc brakes all around is a bit unusual in this class, rusty rear discs, seized calipers or a bad handbrake can be an expensive thing to fix - with that said, the Terravis is by no means worse than any other car with that construction.

As much as it may be an offroader, the Kaizen Terravis is relatively well-mannered on the road too.

The owners are generally very satisfied with the car, and it’s easy to understand why, and that’s not only about the durability. Even if the comfort isn’t up to luxury car standards, it is closer to a good passenger car than to a farm tractor. And of course, a vehicle like this with a high center of gravity should be driven with care, but the Terravis feels safe and secure on the road for what it is. As an offroader, it has been proven that the Terravis is among the better vehicles on the market countless times.

The dark cloud on the horizon? Ownership costs. The simple construction means that service and (the few times they are needed) repairs aren’t overly bloody. But the second hand value is high, since most owners hold onto their Kaizens for long, while it is a sought after car on the used car market. That makes it almost out of the question to find a bargain. Also, fuel economy is of course less pleasant with a consumtion of 16.8 litres per 100 km, this for the inline six in our test example, and not the larger V8. To get a tax reduction, most Kaizens are registered as commercial vehicles, that is also true for our test example. That means no back seats, a drawback if it happens that you need to carry more than one passenger.

So generally, it could be said that an used Kaizen Terravis is a good buy. There is hardly no traps to fall into and it is by all means a sane choice in its class. But we also understand that the second hand prices and the high fuel consumtion may scare some buyers away.

Thanks to @66mazda and @Aruna for the car!

Knugcab · 24 July 2021 13:31

REPRINT FROM #11 2006
REVIEW OF GUJARAT XENON

MEDIOCRE MPV

The Xenon is so unexciting that it almost disappears into the background in the concrete jungle. But does it have to offer anything special to the more rational buyer?

The devil on my shoulder said: “I wouldn’t be caught dead in an indian MPV!”

The angel on my shoulder said: “What a practical car to such a competitive price! Why aren’t more people buying cars like this?”

Yeah. Few car types speaks so much to the rational buyers, and so little to the heart as the MPV. So, make it a budget MPV from a low status brand - even more rational, even less exciting to the automobile enthusiast. But honestly speaking, few of the car buyers belong to the enthusiast crowd, and the Gujarat Xenon is not aimed at them anyway. On the other hand, we think that even a cheap MPV needs to offer more than just a low sticker price and lots of practicality - and that’s why we put the Gujarat Xenon to the test.

DRIVING CHARACTERISTICS
The car is built on an old fashioned body on frame platform that Gujarat started to use for their SUVs in the 80s - and it does nothing to hide that. Compared to more modern competitors, it feels like it is 10 years behind. But well, people were driving cars 10 years ago too, so maybe we have just been spoiled lately?

It is rear wheel drive, but a bit unusual for a truck-like ladder platform like this, is the 4 wheel independent suspension. Still, we are not 100% convinced about its handling, it is a bit tail happy at low speeds, switching into understeering if driven hard. At least, it is not too unpredictable at higher speeds, and if you learn to handle it you will find out that it doesn’t take curves like a disaster after all - 0.84 G at the skidpad meets our expectations.

One attempt to bring the platform more up to date is the introduction of electric power steering - light, but without that really sharp road feel that you will get in the best hydraulic systems. The size of the car makes city driving kind of tricky sometimes, though.

A simple but effective traction control system keeps the wheelspin under control - but it does not offer ESC, which after all is to recommend on a family oriented vehicle nowadays.

The brakes are not completely up to modern day standards. Stopping distances of 47.5 metres from 100 are only mediocre nowadays, and despite the vented discs up front (albeit drums in the rear) there was some brake fade. But it does offer ABS, thank god. Even on a low budget alternative, everything else would be a shame nowadays.

VERDICT: **

PERFORMANCE
At least our test example, with the automatic transmission, felt a bit sluggish at times. Now, this is not what the performance oriented buyer are looking for anyway, and a 13.1 second time to 100 is far from unacceptable, as well as its 207 km/h top speed is more than enough for this type of car. 80-120 is done in 8.88 seconds and the quartermile in 19.15. Mediocre numbers, but probably good enough for what it is supposed to be.

VERDICT: **

COMFORT
Even if it is obvious that Gujarat is not trying to compete in the luxury class. it doesn’t fall too much behind its competitors comfort wise. The engine is not overly loud, it has decent sound insulation, the seating comfort is acceptable (but front and rear seats are better than the middle row). Steering and brakes are light and we found nothing overly remarkable about the suspension tuning. Long story short, the Xenon fulfills the requirements you can have on a modern day MPV.

VERDICT: ***

ROOMINESS & PRACTICALITY
As a MPV, this is of course where the Xenon does shine. The 7 seater configuration is practical, there is room enough for all the passengers, and while many MPVs forces you to choose between carrying lots of passengers or lots of cargo, in the Xenon you can actually do both. With all the seats in place it still can carry 940 litres of luggage - not bad! The explanation is of course the tall and boxy shape of the body. It will never win a beauty contest, but that is compensated by its utilitarian qualities. Conventional doors in the rear instead of sliding doors is both good and bad. They take up more space in crowded areas - but are easier to open and close for children and elders, for example.

It is a box, and as a box it will swallow almost everything.

VERDICT: *****

EQUIPMENT
For a cheap car, it actually offers some gizmos. The interior is an ocean of leather and mahogany…oh well, now we are just kidding. It is cloth and plastic, but of a reasonable quality considering its price. There is a stereo system with CD that is fully up to date even if we have heard better sounding units, there is electric power steering, traction control and even alloy wheels. A simple air conditioning system and electric mirrors are also standard, as well as front electric windows. We would say that we aren’t missing anything that we expected in this area, it has the most important stuff.

VERDICT: ***

ENGINE AND DRIVETRAIN
The 2 litre inline 4 is a fully modern all alloy unit, with DOHC, 4 valves per cylinder and VVL/VVT. It is by no means fun, even if 145 hp out of 2 naturally aspirated litres is a figure they shouldn’t be ashamed of. We also liked the flat torque curve that meant that the car never felt gutless even if it is not the fastest one around. What we didn’t like, however, is the abrupt cutoff the rev limiter does. You can feel that the engine still would have more to give at that moment. The reason is said to be that some of the early examples experienced piston failures, and that Gujarat quickly corrected that by adjusting the rev limiter, which seems like a band aid solution. NVH levels are fully acceptable, even if not brilliant.

The automatic transmission has 5 speeds, but is of a quite ancient type with no computer control at all. More modern autos are better at almost anything. Also, the gear spacing is very wide. That, compared with the overly protective rev limiter means that the drivetrain somewhat lacks harmony and that the feeling is somewhat “jerky”, at least before you have reached some speed, and especially in stop and go traffic.

VERDICT: **

QUALITY AND RELIABILITY
First, it is said that Gujarat never got rid of the piston failures completely, which is somewhat worrying. Other than that, we think that you can trust the car. It is quite simple technology, and generally Gujarats have been much better than the reputation they have. Just look at all the beat up examples anywhere in India for example, that keeps running forever.

It has about the same feeling of build quality as the average car nowadays, there is no overly weak points. Everything seems to fit together and hold up - and that is about it. We can’t complain about it for the price.

It is also very well protected against rust, believe it or not. The galvanized ladder frame will probably hold up longer than the rest of the car, but we don’t expect the body panels to rust prematurely either.

With that said, we think that the piston failures is a major drawback that should be sorted out immediately.

VERDICT: ***

ECONOMY
For a box on wheels, 8.3 litres per 100 km is fully acceptable. $22 000 AMU for a new MPV is absolutely a good price, and since it will probably be sought after on the used car market, the second hand value is better than usual when it comes to cars from budget brands like Gujarat. Service costs are also kept on a sane level - $628.8 for a modern car is a relatively good figure.

VERDICT: ****

SAFETY
Even Gujarat has to cope with some minimum standards to sell their cars in the European Union. That’s one of the reasons that the Master disappeared from Europe some years ago, despite still being produced. With that said, nothing does impress us about the Xenon. It has the equipment we have taken for granted in 10 years now, a drivers side air bag, side impact beams in the doors, headrests and 3 point seatbelts on all positions - but it more or less ends there. Also, the age of the ladder frame platform is somewhat worrying - being engineered when safety was far from the priority it is today.

On the other hand sheer size and weight gives the Xenon somewhat of an advantage. It is possible that the large and heavy body on frame MPV will plow through some of the smallest cars on the market. Another question is if that will leave the passengers of the Xenon any less shaken and stirred after the impact? Maybe, maybe not.

VERDICT: **

FINAL VERDICT: 26/45
Our opinion is that the Gujarat Xenon is worth its price. It is by no means a fantastic car or anything that will make the heart of an automobile enthusiast beat faster - it is cheap and roomy and does what it should, and that’s about it. Probably many buyers will realize that and spend some more money on their purchase to get anything better - and there is nothing wrong with that.

Because even if the Xenon is not notoriously bad at anything, it is more or less like driving a brand new 10 year old car. Except for a few qualities, like its practicality, it is rather mediocre. And we except this to be a vehicle that will more or less be deleted from our collective consciousness when they end up in the junkyards.

Thanks to @BannedByAndroid for the car!

Knugcab · 25 July 2021 07:14

REPRINT FROM #23 2019
CLASSIC CAR PAGES: KAIZEN FCP19s

A JAPANESE AMERICAN ON SWEDISH GROUND

This beautiful 1970 Kaizen was recently imported from the USA. And it is easier to understand why than one first may think.

Importing cars from the US is by no means a new thing - it was something that was booming in this country already in the 70s. Muscle cars was cheap after the fuel crisis and all of a sudden it was possible for a Swede to get the cars he only could dream about some years earlier. And then came the classic 50s land barges, the cool custom vans, pickup trucks as well as german luxury sedans that ironically was both easier to find and did cost less than in Europe…

But a japanese? That is a bit Unorthodox.

Sten Ekblad recently imported this 1970 Kaizen FCP19s. How was he thinking?

-Easy. Try to find one in Sweden - good luck. And the Kaizen is a sports coupé that was more than competitive with the best american and european offerings from this era. A kind of forgotten model that deserves better than that.

The first impressions says that he might be right. The body is downright beautiful, and being a car from 1970, this was before bumper regulations ruined the looks of more or less any USDM car. The somewhat strangely named “Grr red” paintjob glares in the sun and complements the athletic but still slim lines of the body. Looking inside, the interior feels both modern and sporty for a 70s car, and the high quality materials means that the unrestored interior still hardly looks worn after almost 50 years. But let’s wake up the 3 litre inline six and see what this ride is good for.

It roars like a tiger under the hood. You could sit there and just rev it for a whole day with a smile on your face, I think. The (for the era) modern fuel injection system means that the throttle response is unusually peppy, and the sound is strictly amazing for a gearhead. And…off we go!

This thing is fast. Not only “70s fast” but still fast, it accelerates like a rocket and it was said that it could reach a still respectable 233 km/h top speed - something we never tried out for obvious reasons. The close-ratio 5 speed gearbox only complements the picture as a drivers car, and the sticky rubber on alloy wheels hugs the road like glued. Maybe the handling isn’t as sharp as a modern day sports car, but honestly speaking, not as far away as one may think. It is a bit front heavy, though, so the understeering at high speed is noticeable.

190 hp in a relatively light car was not bad at all for its era. The relatively low weight also means that the 4 wheel disc brakes stops the Kaizen on a dime. Countless times. Brake fade is something the Kaizen probably never have heard of. The contoured bucket seats in a time where vinyl upholstered bench seats still were a thing for many manufacturers holds you like a vise in the corners. This is a pure driving machine, but maybe it was released in the wrong era. It was overshadowed by the muscle car craze in the US, and maybe Europe wasn’t quite ready for a high-end japanese sports coupé at the time.

Shame, because it means that the Kaizens are today few and far between. And if you want to get a good deal on one, forget it, you are at least 25 years too late.

The Kaizen may be a rocket, but it will also empty your pocket.

Because even if the fanbase is relatively small compared to some more famous classic cars, it is also faithful. An owner will rarely part with his car, and as we stated earlier, finding one in Sweden is close to impossible.

So, maybe importing a japanese car from the US is not as crazy as it sounds, after all?

Thanks to @66mazda for the car!

Knugcab · 25 July 2021 15:53

REPRINT FROM #10 1975
REVIEW OF ARMOR CRICKET

MODERN TIMES

A traditional american battleship, here an Earl Ponderosa, dwarfs the Armor Cricket. But there is no question about which one that belongs to the future, and which one that belongs to the past.

It has not been good times for the american manufacturers lately. First, insurance premiums more or less killed the muscle car over a night. Then came the ban on leaded fuel, requiring modifications to the often ancient engine technology so the power of the huge 8 cylinder engines all of a sudden was overshadowed by european 4- or 6 cylinders with less than half of the volume. Safety standards made the cars gain weight, fuel economy suffered, and all of a sudden the fuel crisis came, leaving the manufacturers more or less bleeding, and at the same time paving the road for european and asian manufacturers.

It is more or less a fact that the days for the traditional american land yacht are numbered. One attempt to come closer to the philosophy of european manufacturers is the new Armor cricket. In fact, the design could as well belong to an italian supermini while the engineering is said to be heavily influed by the french. And, of course we are curious to see what they have accomplished.

DRIVING CHARACTERISTICS
Following the european formula with front wheel drive, small dimensions and 4 wheel independent suspension, the Cricket is of course close to an european car in the way it behaves too. Forget the wallowy suspension you are used to - the Cricket is actually rather stiff. Though modern components like gas filled shocks and progressive springs makes the compromise between ride quality and handling a bit better. Like most front wheel drive cars, it is predictable and secure but has a fair amount of understeering. A 0.8 G skidpad rating is fully acceptable numbers. A very low tyre profile is probably adding to the secure handling but at the same time it compromises comfort.

City driving is of course a dream with this little car. And contrary to many of its competitors it has power steering, making it easy to drive and park in crowded areas. Calling it “easy to drive” is absolutely justified.

Braking is generally good, some fading was found when loaded to the max but not otherwise and a 43.2 metre stopping distance from 100 is a fully acceptable number. There is no doubt that Armor has put some energy behind the engineering of this car.

VERDICT: ****

PERFORMANCE
Despite the relatively large volume, the engine puts out a modest 75 hp. It means that it is by no means a rocket, especially considering the automatic transmission eating up some of the power - but it is still adequate. At least 0-100 that is done in 14.6 seconds - but with a 10.4 time 80-120 maybe passing other cars will need some planning. It barely breaks the 20 second limit at the quartermile at 19.99 seconds - and a top speed of 178 km/h is of course more than adequate.

VERDICT: ***

COMFORT
It seems like americans can’t let go of the idea of a comfortable cruiser. That means that the Cricket is equipped with power steering and an automatic transmission. But at the same time - the car is small and primitive, and even if the advanced rear suspension enhances the comfort somewhat, the ride is maybe a little bit stiff and harsh.

Seating comfort is on the level you could expect from a car in this class, far from as bad as in some of the low budget american cars. The sound insulation is adequate and the engine well muffled. When it finally reaches third gear it is not too revvy either. Though, sometimes you will only reach second at highway speeds which may make the drone a bit more annoying.

VERDICT: **

ROOMINESS & PRACTICALITY
It is hard to perform wizardry even if the transverse engine saves some space. The Cricket has seat belts for five, but four is on the limit of being possible, and for longer trips, more than two is probably out of the question. The lack of rear doors hamper practicality a bit but the hatchback makes for easier loading. The loadspace is small, though, and as a family car the Cricket has its limitations.

VERDICT: *

Small - in many areas unfortunately.

EQUIPMENT
For a supermini, the level of equipment in the Cricket is not bad at all. It has a not too shabby cloth/vinyl interior, carpeting on the floor, cigar lighter, clock, lockable glovebox and other things that we have almost learned to take for granted today. It also has a radio, only with mono sound and no tape player, but at least with pushbutton selector. Also, power steering is included in the price, rare for a car in this class, as well as radial tyres of the fuel saving low rolling resistance type.

VERDICT: ***

ENGINE AND DRIVETRAIN
75 hp out of a 2.2 litre engine would have been perfectly acceptable 15 years ago, but now time has passed. We would like to believe that an european engine would at least have 100 hp out of that volume, especially since Armor uses an overly complicated valvetrain design with 3 valves per cylinder. The explanation is of course that the engine is hampered by american emissions regulations. It is not overly economical either and overall it feels a bit bland. Not gutless in the small car, but kind of uninspiring. A disappointment since a SOHC 3 valve 2.2 litre four sounds really good on paper.

The automatic transmission consumes even more power, but at least it is a 3 speed and not an ancient 2 speed, thank god! It works well, but we think that european buyers would have preferred a manual in most cases when buying a car of this type. It adds a bit to the uninspiring flair the engine already gives.

VERDICT: **

QUALITY & RELIABILITY
American cars aren’t really renowned for their high level of build quality. The Cricket does not really do anything to convince us otherwise, but on the other hand, european cars in this class are rarely any handcrafted masterpieces either. On the other hand, this is a completely new concept for Armor, so we are not 100% convinced that they have sorted out all problems before it has been proved to us. A surprise, though, is the galvanized body structure, meaning that it has better than average protection against rust!

VERDICT: ***

ECONOMY
$13500 for a really small car is not exactly cheap, for example, a much larger Ceder 419 can be had for just $300 AMU more. Also, if you are used to american land barges, then maybe 10.7 litres per 100 km is an acceptable figure but we think that it is a little bit high for a modern construction of this size. Servicing at $660 is acceptable but not really dirt cheap. So, an economy car that is not very economical, that is maybe the major drawback of the Cricket.

VERDICT: ***

SAFETY
The Cricket is small. To fulfill the stringent american regulations there is lots of things done to improve its safety. There bodyshell is very well thought out for the class and has things like side impact beams in the doors, well engineered crumple zones and crash resistant bumpers. Then there is of course equipment like headrests, inertia reel seatbelts on all outboard positions, a safe placement of the gas tank and a seatbelt buzzer. A car as tiny as the Cricket will always lose in a head on collision with a large car, but it is probably as safe as a car in this class will get nowadays.

VERDICT: ***

FINAL VERDICT: 24/45
First, it must be said that the Armor Cricket is an important step forward. It is probably the nearest thing to a modern, small european car that the americans have ever cranked out. And it shows that even the american manufacturers can adapt to the ever changing times if they just want to.

But for the european market, we are a little bit sceptical. It does not really have much that speaks in its favour when there are so many good competitors on the market. Also, the somewhat high purchase and ownership costs are almost ruling out a car in this class by themselves, since the buyer is almost always very economy minded.

Another question - is this good enough and coming soon enough to win back customers in the USA that have already gone for foreign cars? We are not really sure about that.

Thanks to @GassTiresandOil for the car, also credit to @patridam for the Earl Ponderosa.