Is there any way of correcting the mistake in the first submission?
And negiotate some kind of penalty for failing the first time?
Something like -10% of the score or is it absolutly not negotiable? 
I say like I did to Moroza (that did not submit in time), even if you’re out of the competition, I can still give you an overall verdict of the car and how it could have fared after I am done with the rest. The violation is after all rather small…just that it would be a bit unfair to people that might have tried your level of TP and seen that they had to lower it, if I let you into the challenge. But I can still check it out and give you a little verdict on it.
5 Likes
If it doesn’t bother you too much then sure please rate it 
Im still rather new so I’d like to get as much tips and critique as possible.
I just don’t want all this time that I’ve waited until the challenge is finished and the work I’ve put into the entry go to waste… because of a measly 0.3M$ TP 
Ahh I love all this car style. Shame I wasn’t join here long age.
(All the role play here is very rushed, since I really felt no urge to do any advanced back stories here. Also, this is just an in character quick overview of the opinion the client has on the aesthetics of the cars. For the cars where I feel that a full explanation is needed, one will also appear in the final reviews.)
PART 2.1: OVERVIEW AND FIRST IMPRESSIONS
How convenient! Olivier’s favourite car magazine just happened to have the headline he wanted on its front page. “Giant test: 24 grand tourers meet up for a duel”. First of all, he thought, he was going to just flip through the pages with the overview of the cars, to see if any special ones spoke to his taste. He could always go through the facts later, he thought, as well as the testing. So well, it’s basically…just looking at the pictures now.
Cavaliere Nobile Zenturio biturbo - @Happyhungryhippo
FACTS
Body/Chassis: Steel monocoque, steel panels.
Suspension/ Steering: Double wishbone all around. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 2000 cc boxer 6, all aluminium. DOHC, 24 valves. Bore x Stroke 81.5x63.9 mm. Max power 284 hp/6700 RPM. Max torque 338 Nm/5200 RPM. Compression ratio 9.1:1. Mechanical fuel injection, individual throttle bodies. Twin turbochargers.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 205/55R15 all around. Alloy wheels.
Brakes: Front 300 mm vented discs, 3 piston calipers. Rear 235 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1209 kg. Wheelbase 269 cm. Length 447 cm. Width 175 cm.
Performance: 0-100 km/h 6.89 seconds. 80-120 km/h 3.14 seconds. 0-402 m 14.39 seconds. Top speed 279 km/h. Braking 100-0 46.1 metres. Cornering 0.753 G.
Economy: Purchase price $32800. Service costs $2132.30. Fuel economy 10 litres per 100 km.
The Cavaliere has a rather upright and conservative design up front. The chrome “unibrow” may not be to everyone’s taste.
The boxy theme continues to the sides. Elegant, inoffensive and still gives off an aura of exclusiveness. Still, we understand if some people will go for more exciting designs.
An interesting taillight design and a little spoiler breaks up a little in the back.
Compared to the exterior, the Cavaliere is a spaceship on the inside. Marble inserts instead of wood lighten up and brings personality to the interior. If it looks good or not is up to you to decide.
“They are completely right. The chrome unibrow is not to my taste, it feels a bit like if they have tried to fit headlights and grille from another car on here, and tried to hide the gap with a wide strip of chrome. Other than that, I could see myself driving in this even if I have seen more beautiful cars. And the space age interior somehow speaks to me.”
Axxus Enigma - @DuceTheTruth100
FACTS:
Body/Chassis: Galvanized monocoque, Fiberglass panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Power assisted rack and pinion.
Engine: 4104 cc 90 degree V8, all aluminium. SOHC, 32 valves. Bore x Stroke 86.8x86.7 mm. Max power 205 hp/5100 RPM. Max torque 322 Nm/4200 RPM. Compression ratio 12:1. Mechanical fuel injection, single throttle body. Naturally aspirated.
Drivetrain: Longitudinal front engine. All wheel drive. 4 speed computer controlled automatic transmission. Clutchpack diff.
Wheels and tyres: 195/65R15 front, 205/60R15 rear. Alloy wheels.
Brakes: Front 275 mm vented discs, 2 piston calipers. Rear 225 mm vented discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 1126 kg. Wheelbase 267 cm. Length 439 cm. Width 168 cm.
Performance: 0-100 km/h 7.14 seconds. 80-120 km/h 4.97 seconds. 0-402 m 15.32 seconds. Top speed 229 km/h. Braking 100-0 47.6 metres. Cornering 0.768 G.
Economy: Purchase price $30500. Service costs $1315.10. Fuel economy 13.8 litres per 100 km.
Twin headlamps, a design theme with matching arcs on the grille and the spoiler, an interesting looking centre grille inside the main one. From the front, the Axxus can’t be mistaken for any other car.
The body is almost an exercise in origami with its knife sharp edges.
Dual round taillamps and a decor panel shaped like the grille matches the setup up front.
The two tone combination is pleasant to the eye, the dashboard layout clean. But somehow it feels a bit cheap with a vinyl floor mat instead of carpeting in this price class.
“Yeah, I must say that I like this, it looks a bit different, but I think one will get used to it, it looks different in a good way. The only thing I don’t like very much is that it has kind of too much overbite up front, it is kind of cartoonish. Also, I can agree on the complaints about the cheap looking floor mat.”
Hammardiin Farvarg V8 3.3 - @xsneakyxsimx
FACTS
Body/Chassis: Steel monocoque, Aluminium panels.
Suspension/ Steering: Front McPherson struts, rear semi trailing arms. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 3295 cc 90 degree V8, all aluminium. DOHC, 32 valves. Bore x Stroke 82x78 mm. Max power 230 hp/6000 RPM. Max torque 327 Nm/4400 RPM. Compression ratio 11:1. Mechanical fuel injection, individual throttle bodies. Naturally aspirated.
Drivetrain: Transverse front engine. Front wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 215/50R16 all around. Alloy wheels.
Brakes: Front 320 mm vented discs, 2 piston calipers. Rear 275 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 1089 kg. Wheelbase 247 cm. Length 447 cm. Width 172 cm.
Performance: 0-100 km/h 5.51 seconds. 80-120 km/h 3.07 seconds. 0-402 m 13.74 seconds. Top speed 273 km/h. Braking 100-0 41 metres. Cornering 0.839 G.
Economy: Purchase price $26000. Service costs $1203.40. Fuel economy 9.5 litres per 100 km.
The front of the Hammardiin looks like a lot of the cars today, but things like the foglights and power bulge helps to signal performance.
The shape of the Hammardiin is contemporary and clean, even if it could maybe be mistaken for something more bread and butter than what it is. In all fairness, it is one of the lowest priced cars in the test.
Things like the exhaust slightly offset to the centre shows that the Hammardiin design team after all does not lack imagination.
The interior is dark like a crypt and gives off a sporty, but not necessarily luxurious feeling.
“I don’t know. I can’t call this ugly, because it is not, and sure, if this proves to be a superior car otherwise, I could see myself driving this one too. But it is really lacking a bit in the personality department. There’s really not too much there to spice it up.”
KMA K650 V12 5.0 - @abg7
FACTS
Body/Chassis: Galvanized monocoque, steel panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Power assisted rack and pinion.
Engine: 5000 cc 60 degree V12, all aluminium. DOHC, 48 valves. Bore x Stroke 82x78.9 mm. Max power 320 hp/5900 RPM. Max torque 453 Nm/4200 RPM. Compression ratio 11.9:1. Multi port electronic fuel injection, single throttle body. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 245/50R16 all around. Magnesium wheels.
Brakes: Front 315 mm vented discs, 2 piston calipers. Rear 255 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1485 kg. Wheelbase 280 cm. Length 466 cm. Width 177 cm.
Performance: 0-100 km/h 5.62 seconds. 80-120 km/h 2.99 seconds. 0-402 m 13.85 seconds. Top speed 268 km/h. Braking 100-0 41 metres. Cornering 0.887 G.
Economy: Purchase price $33000. Service costs $1819.20. Fuel economy 14.7 litres per 100 km.
KMA has put much emphasis on aerodynamics, which shows in things like the front spoiler and the aero style headlights.
The streamlined shaping continues on the sides.
It may take some time to get used to the massive rear end, but it is another thing that shows that this car is mainly shaped by the wind. This is probably how many cars will be looking ten years from now.
The burlwood gives a warmer feeling to the interior that looks remarkably traditional compared to the exterior.
“I am not sure…yeah, I have read up on future car designs and…cars may end up looking like this, but unlike the Axxus I wonder if I ever will get used to the styling. I must say that I like the interior though, it looks classy and seems to be of high quality.”
Novalina 626 GT4 - @mart1n2005
FACTS:
Body/Chassis: Galvanized monocoque, Steel panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Power assisted rack and pinion.
Engine: 2595 cc 90 degree V6, all aluminium. SOHC, 12 valves. Bore x Stroke 88x71.1 mm. Max power 241 hp/5500 RPM. Max torque 343 Nm/4700 RPM. Compression ratio 8.22:1. Mechanical fuel injection, single throttle body. Single turbocharger.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 215/65R15 all around. Alloy wheels.
Brakes: Front 275 mm vented discs, 2 piston calipers. Rear 275 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1218 kg. Wheelbase 272 cm. Length 469 cm. Width 173 cm.
Performance: 0-100 km/h 6.32 seconds. 80-120 km/h 3.62 seconds. 0-402 m 14.24 seconds. Top speed 261 km/h. Braking 100-0 41.3 metres. Cornering 0.858 G.
Economy: Purchase price $32900. Service costs $2304.60. Fuel economy 13 litres per 100 km.
The Novalina features a rather typical sports car front, with popup headlights and a grille placed down low.
Even if people have different tastes, it is hard to object against that the side profile of the Novalina is nothing but beautiful.
The rear end is maybe a little less exciting than the rest of the car, but still fits in well in the design theme.
An elegant two tone interior with carefully chosen materials welcomes you in the Novalina. Maybe the steering wheel feels a bit out of place, more racing than luxury in our opinion.
"Ohhh, now THIS is a beautiful car, couldn’t argue about that. Yeah, in the looks department this scores high in my opinion and the interior is just as beautiful. I really hope that this will be a good car otherwise too because I already see myself wanting this
Eltrè Allavita 3.2 Turbo - @Hilbert & @Vento
FACTS:
Body/Chassis: Galvanized monocoque, Steel panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Manual rack and pinion.
Engine: 3185 cc 60 degree V6, all aluminium. DOHC, 12 valves. Bore x Stroke 87.2x88.9 mm. Max power 330 hp/6000 RPM. Max torque 392 Nm/5900 RPM. Compression ratio 10:1. Single point fuel injection. Single turbocharger.
Drivetrain: Longitudinal front engine. All wheel drive. 4 speed computer controlled automatic transmission. Clutchpack diff.
Wheels and tyres: 195/55R15 all around. Alloy wheels.
Brakes: Front 295 mm vented discs, 2 piston calipers. Rear 285 mm vented discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 1304 kg. Wheelbase 272 cm. Length 423 cm. Width 172 cm.
Performance: 0-100 km/h 6.32 seconds. 80-120 km/h 4.4 seconds. 0-402 m 14.98 seconds. Top speed 267 km/h. Braking 100-0 49.1 metres. Cornering 0.722 G.
Economy: Purchase price $26900. Service costs $1789.50. Fuel economy 16.6 litres per 100 km.
An avantgardistic front end styling makes things clear, what could this be other than a French car?
It all continues in the side profile and the chances are small that you will mistake an Eltrè for some other car.
The futuristic theme continues in the back. Eltrè has pulled off looking different without being an eyesore, the design sticks together well.
Rather minimalistic inside for a car in this class, but instead it gives you a whiff of futurism.
“Yeah, as they say, very French and it dares to be different, in a good way…and yes, the interior does not really look like a cozy living room but such a design theme would not have gone well together with the exterior. I like this!”
Tarske SW612 GTS - @Danicoptero
FACTS:
Body/Chassis: Galvanized monocoque, Aluminium panels.
Suspension/ Steering: McPherson struts all around. Linear springs, gas shocks. Manual rack and pinion.
Engine: 3105 cc boxer 6, iron block, aluminium heads. DOHC, 12 valves. Bore x Stroke 89.7x81.9 mm. Max power 276 hp/5600 RPM. Max torque 428 Nm/3600 RPM. Compression ratio 7.5:1. Multi point electronic fuel injection, individual throttle bodies. Single turbocharger.
Drivetrain: Longitudinal rear engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 185/65R14 front, 225/55R14 rear. Alloy wheels.
Brakes: Front 265 mm vented discs, 2 piston calipers. Rear 260 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1010 kg. Wheelbase 235 cm. Length 407 cm. Width 169 cm.
Performance: 0-100 km/h 4.09 seconds. 80-120 km/h 2.44 seconds. 0-402 m 12.36 seconds. Top speed 288 km/h. Braking 100-0 40.5 metres. Cornering 0.843 G.
Economy: Purchase price $31000. Service costs $2591.50. Fuel economy 11.2 litres per 100 km.
The Tarske has been around since 1968 but still manages to look fresh.
Would you believe that this is a rear engined car? Tarske has managed well to give the car front engined proportions.
The rear end may look a bit busy for some peoples taste.
On the inside, however, the styling makes the Tarske show its age a bit. Also, the metal grab handle on the dash could maybe be questioned from a safety standpoint.
“They are right, the Tarske looks remarkably fresh, more modern than the Mercedes despite having been around for about as long, and I could absolutely live with an interior not looking 100% up to date if the rest is right.”
Tempo SS - @arthur_mp
FACTS:
Body/Chassis: Galvanized monocoque with subframes, Aluminium panels.
Suspension/ Steering: McPherson front, Double wishbone rear. Progressive springs, gas shocks. Manual rack and pinion.
Engine: 3992 cc 60 degree V12, iron block, aluminium heads. DOHC, 48 valves. Bore x Stroke 82x63 mm. Max power 300 hp/6800 RPM. Max torque 340 Nm/5200 RPM. Compression ratio 10.2:1. Single point fuel injection. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 200/65R15 front, 250/50R15 rear. Magnesium wheels.
Brakes: Front 290 mm vented discs, 3 piston calipers. Rear 220 mm vented discs, 2 piston calipers. ABS.
Weight and measurements: Curb weight 1245 kg. Wheelbase 247 cm. Length 430 cm. Width 173 cm.
Performance: 0-100 km/h 5.66 seconds. 80-120 km/h 3.06 seconds. 0-402 m 13.97 seconds. Top speed 272 km/h. Braking 100-0 43.2 metres. Cornering 0.858 G.
Economy: Purchase price $30500. Service costs $1632.30. Fuel economy 17.9 litres per 100 km.
It may take time to get used to the front end styling of the Tempo, with its small grille and low headlights.
A very futuristic shape, clean enough to be on the border of being sterile.
In the back things are a bit different, though, with the four exhaust, rear spoiler and large Tempo SS lettering.
The interior of the Tempo gives off a sporty, but maybe not very welcoming feeling.
“OK, another one of those “future cars”, and I start thinking I will rather live in the past, they are really not to my taste. And as they say, the very busy tail does not match the almost boringly clean sides and front. The interior….OK I could live with it. I have seen better though”
Sorry, but I have been working on this the whole day and this really is all that I have the energy to post tonight. Part 2.2 with the rest of the cars will be up soon, it is all written so it is only a matter of posting…
21 Likes
PART 2.2 - Overview and first impressions, continued
Arnoc Nexum GT - @PhirmEggplant
FACTS:
Body/Chassis: Steel monocoque, Fiberglass panels.
Suspension/ Steering: Double wishbone all around. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 6551 cc 60 degree V8, all aluminium. OHV, 16 valves. Bore x Stroke 101.4x101.4 mm. Max power 369 hp/6000 RPM. Max torque 467 Nm/4800 RPM. Compression ratio 10:1. Multipoint electronic fuel injection, twin throttle bodies. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 205/50R16 front, 245/50R16 rear. Alloy wheels.
Brakes: Front 325 mm vented discs, 2 piston calipers. Rear 275 mm solid discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 996 kg. Wheelbase 228 cm. Length 389 cm. Width 163 cm.
Performance: 0-100 km/h 6.64 seconds. 80-120 km/h 2.88 seconds. 0-402 m 14.01 seconds. Top speed 301 km/h. Braking 100-0 40.4 metres. Cornering 0.952 G.
Economy: Purchase price $28600. Service costs $2981.10. Fuel economy 22.7 litres per 100 km.
The “Pointy nose” grille and weird looking headlight design says that here comes an Arnoc.
The Arnoc has somewhat odd looking proportions, being the smallest out of all the tested cars.
Narrow, vertical taillights allow for a trunk lid going deep down.
“URGH, what is this? Looks like a little clown car, I have a hard time taking this seriously to be honest. The proportions are totally off. And what’s up with the headlights? This better has to be the perfect car if they are going to convince me…like at all.”
Pheonix Claymore LX - @bang6111
FACTS:
Body/Chassis: Corrosion resistant steel monocoque, Steel panels.
Suspension/ Steering: Double wishbone all around. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 3982 cc 90 degree V8, all iron. SOHC, 16 valves. Bore x Stroke 89x80 mm. Max power 210 hp/5500 RPM. Max torque 305 Nm/4200 RPM. Compression ratio 10.1:1. Multi point electronic fuel injection, single throttle body. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 205/55R16 front, 245/50R15 rear. Alloy wheels.
Brakes: Front 310 mm solid discs, 3 piston calipers. Rear 245 mm solid discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 1302 kg. Wheelbase 264 cm. Length 460 cm. Width 177 cm.
Performance: 0-100 km/h 6.95 seconds. 80-120 km/h 4.18 seconds. 0-402 m 15.31 seconds. Top speed 255 km/h. Braking 100-0 48 metres. Cornering 0.802 G.
Economy: Purchase price $21900. Service costs $1317.00. Fuel economy 13.3 litres per 100 km.
Hidden headlights gives the front of the Pheonix a “mystical” look.
The Pheonix has a very streamlined shape. Lower bodyside cladding in contrasting colour helps breaking things up.
The taillights takes up almost the whole width of the rear.
Inside the Pheonix, we have techfest and futurism like on the outside.
“Well…out of all those new fangled aero designs, this is my favourite this far, hmm…. Not completely to my taste, but I guess I could accept them better if they all looked like this. The interior styling looks acceptable too. I am not totally convinced, but we will see where it all ends up”
Zephorus Espion - @Riley
FACTS:
Body/Chassis: Galvanized monocoque, Steel panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Power assisted rack and pinion.
Engine: 5295 cc 90 degree V8, all aluminium. DOHC, 32 valves. Bore x Stroke 106x75 mm. Max power 413 hp/6400 RPM. Max torque 492 Nm/5100 RPM. Compression ratio 12:1. Multipoint electronic fuel injection, single throttle body. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 215/65R15 front, 245/55R15 rear. Alloy wheels.
Brakes: Front 300 mm vented discs, 1 piston calipers. Rear 250 mm vented discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 1302 kg. Wheelbase 260 cm. Length 436 cm. Width 168 cm.
Performance: 0-100 km/h 5.49 seconds. 80-120 km/h 2.66 seconds. 0-402 m 13.35 seconds. Top speed 300 km/h. Braking 100-0 41.6 metres. Cornering 0.878 G.
Economy: Purchase price $31200. Service costs $2033.90. Fuel economy 16.5 litres per 100 km.
If you get this in your rear view mirror, you will probably move to the side, just by pure instinct. The headlights seems a bit out of place, though.
The muscular theme continues on the sides. The Zephorus looks like if it goes 200 when standing still.
The rear is coherent with the rest of the car. Classy yet elegant, sporty and muscular.
On the inside, the Zephorus is more or less what you could expect from a car like this, but that is a rather high bar indeed. We liked the easy to use HVAC controls and their convenient placement a lot.
“Uhhh….well, is this some US import that has been converted to sealed beams? Because, if not, I do not understand the headlights at all. Dual square lights inside an oval shaped panel. It is more or less my only gripe with the car, since I really like the rest, but it is one that will be really hard to overcome on the other hand. But I do agree that the inside looks nice…”
Durendal Canberra GT - @GassTiresandOil
FACTS:
Body/Chassis: Galvanized monocoque, steel and aluminium panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, oil shocks. Power assisted rack and pinion.
Engine: 4415 cc 90 degree V8, all aluminium. SOHC, 32 valves. Bore x Stroke 88.9x88.9 mm. Max power 273 hp/5600 RPM. Max torque 393 Nm/4200 RPM. Compression ratio 10.7:1. Single point fuel injection. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 245/50R16 all around. Alloy wheels.
Brakes: Front 325 mm vented discs, 3 piston calipers. Rear 300 mm solid discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 1242 kg. Wheelbase 276 cm. Length 444 cm. Width 175 cm.
Performance: 0-100 km/h 5.53 seconds. 80-120 km/h 3.08 seconds. 0-402 m 13.89 seconds. Top speed 284 km/h. Braking 100-0 40.3 metres. Cornering 0.875 G.
Economy: Purchase price $32700. Service costs $1499.50. Fuel economy 12.6 litres per 100 km.
A low and aggressive front gives the Durendal a look of a predator sneaking up behind its prey.
The Durendal has a distinctive, low wedge shape that you may like or not, we have heard both opinions.
The low and wide theme continues with the taillight panel in the back. The large hatch gives practicality, the rectangular exhaust is a fun little detail.
Inside, the Durendal gives off a dark but cozy atmosphere.
“This has its own personality, and I like it. I don’t love it, but I like it. Maybe it does not look as exclusive or as sporty as some of the cars, but it looks…should I say self-confident? It doesn’t try to pull off looking like something it is not. I would not be put off because of looks in this case at least.”
Cavini Zolfo - @Tsundere-kun and @Taffin_Blur
FACTS:
Body/Chassis: Corrosion resistant steel monocoque, steel panels.
Suspension/ Steering: Double wishbone all around. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 4996 cc 90 degree V8, all iron. OHV, 16 valves. Bore x Stroke 97x84.5 mm. Max power 272 hp/5300 RPM. Max torque 404 Nm/4500 RPM. Compression ratio 10:1. Single point fuel injection. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Open diff.
Wheels and tyres: 215/65R15 front, 235/55R15 rear. Alloy wheels.
Brakes: Front 300 mm vented discs, 3 piston calipers. Rear 300 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 1443 kg. Wheelbase 273 cm. Length 488 cm. Width 197 cm.
Performance: 0-100 km/h 5.53 seconds. 80-120 km/h 3.36 seconds. 0-402 m 13.98 seconds. Top speed 276 km/h. Braking 100-0 41.3 metres. Cornering 0.833 G.
Economy: Purchase price $31000. Service costs $1665.00. Fuel economy 15.6 litres per 100 km.
An upright radiator grille and raised hood harks back to the luxury cars of the past. The Cavini is not as extreme as the neoclassic cars, but still has some of the looks.
Massive overhangs gives the Cavini proportions that’s different to most other cars. The centre portion is rather rounded in shape compared to the front and rear ends.
The sloping tail and sharp edges combined with rounded shapes means that also the tail of the Cavini does not look like anything else.
Inside the Cavini, you’re offered a lot of beige. Some of the extra instruments are annoyingly small and we would maybe have preferred some wood trim or similar to break things up.
“OK, now this was different, and I think that it is different in a way that I like. Sure, some of the things are a little bit over the top maybe, but I am not really looking for a Mara Irena. But I can’t help thinking, with the bulbous centre portion of the body, and the long, rather squared off front and rear portions, that it looks a bit like if someone tried to make a neoclassic by extending the front and rear end of an Opel GT. But of course, in a much less pathetic way, Cavini has pulled off the looks kind of good. I may not have dropped my ambivalence on this yet, I will keep having it in mind. Even if I can agree that the interior was a bit bland in its material choices, when you compare it to the rest of the car.”
Turból Centurion 200 4.2 - @donutsnail
FACTS:
Body/Chassis: Galvanized monocoque, steel panels.
Suspension/ Steering: McPherson struts front, double wishbone rear. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 4199 cc 90 degree V8, iron block, aluminium heads. SOHC, 16 valves. Bore x Stroke 79.7x105.2 mm. Max power 244 hp/6400 RPM. Max torque 317 Nm/4800 RPM. Compression ratio 10.5:1. Single 4 barrel carburetor. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Clutchpack diff.
Wheels and tyres: 225/55R15 all around. Magnesium wheels.
Brakes: Front 300 mm vented discs, 2 piston calipers. Rear 265 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1268 kg. Wheelbase 272 cm. Length 449 cm. Width 176 cm.
Performance: 0-100 km/h 5.76 seconds. 80-120 km/h 3.7 seconds. 0-402 m 13.98 seconds. Top speed 276 km/h. Braking 100-0 40.5 metres. Cornering 0.832 G.
Economy: Purchase price $26800. Service costs $1261.80. Fuel economy 16.5 litres per 100 km.
A sloping aerodynamic nose combined with the, in the US legally required, sealed beam headlights. That’s how you end up with a front looking like this, and we think many more US cars will follow in the upcoming years.
The side profile of the Turból is clean and the car manages to not look boring despite that.
If tail lights looking like this passes you, you know it was a Turból. They look like nothing else on the road.
“Yes, odd looking taillights indeed, but unfortunately not 100% to my taste. Other than that I don’t have anything really negative to say about this. Another car that manages to look good without being a stunning beauty. Good enough to put on the list, and much better looking than american cars were a couple of years ago.”
Elitas RC3 - @Kyorg and @vero94773
FACTS:
Body/Chassis: Galvanized monocoque, steel and aluminium panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Manual rack and pinion.
Engine: 4449 cc 90 degree V8, all aluminium. SOHC, 16 valves. Bore x Stroke 88.9x90.6 mm. Max power 290 hp/5700 RPM. Max torque 398 Nm/4500 RPM. Compression ratio 10.5:1. Multi point electronic fuel injection, twin throttle bodies. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 225/55R16 front, 245/50R16 rear. Alloy wheels.
Brakes: Front 325 mm vented discs, 2 piston calipers. Rear 285 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1213 kg. Wheelbase 272 cm. Length 457 cm. Width 179 cm.
Performance: 0-100 km/h 5.32 seconds. 80-120 km/h 2.68 seconds. 0-402 m 13.47 seconds. Top speed 274 km/h. Braking 100-0 40.6 metres. Cornering 0.877 G.
Economy: Purchase price $32000. Service costs $1547.40. Fuel economy 15.2 litres per 100 km.
When viewed straight from the front, the Elitas does not stand out from the crowd as much as from the other angles.
From the side, the bulbous, curved, futuristic shape becomes much more apparent.
The futuristic theme continues at the tail.
For such a futuristic exterior, the interior of the Elitas looks surprisingly conservative.
“This is actually a car I could accept. This one manages to pull off the streamline shape much better than the ones I have seen this far. Maybe a bit busy when viewed straight from the front and even more in the rear, but I think that seen at an angle it becomes just right instead. Sure, not so exciting interior, but the outside makes up for that if the rest should be good enough.”
(To be continued, all cars won’t fit in one post)
19 Likes
Aether Renarde - @Portalkat42
FACTS:
Body/Chassis: Galvanized monocoque, aluminium panels.
Suspension/ Steering: Double wishbone front, semi trailing arm rear. Hydropneumatic suspension. Power assisted rack and pinion.
Engine: 3989 cc 90 degree V8, all aluminium. DOHC, 32 valves. Bore x Stroke 97x84.5 mm. Max power 252 hp/5400 RPM. Max torque 370 Nm/4200 RPM. Compression ratio 11.9:1. Multi point electronic fuel injection, twin throttle bodies. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 215/65R15 all around. Steel wheels.
Brakes: Front 300 mm solid discs, 2 piston calipers. Rear 260 mm solid discs, 1 piston calipers. ABS.
Weight and measurements: Curb weight 1175 kg. Wheelbase 272 cm. Length 436 cm. Width 172 cm.
Performance: 0-100 km/h 5.91 seconds. 80-120 km/h 3.07 seconds. 0-402 m 14.02 seconds. Top speed 283 km/h. Braking 100-0 41.4 metres. Cornering 0.851 G.
Economy: Purchase price $30000. Service costs $1672.40. Fuel economy 11.5 litres per 100 km.
No, this is not a car from a sci fi movie. The Aether looks like this.
The spaceship theme continues when seen from the side. If you want a personal rocket on wheels, look no further than the Aether.
Details like the shape of the rear hatch, the mirrored “E” in the badging, the canted exhaust tips…you find new ones the more you look at the Aether.
No, you aren’t aboard on a Tie fighter, this is the actual Aether interior.
"…what…
I must say that I am speechless. Now THIS is how I want the cars of the future to look, rather than being blobs. As they write, I find new details all the time, and I like each one of them…not to mention the interior, that will really feel like piloting a spaceship.
Absolutely one of the most interesting cars I can find, so I really hope the rest is up to the task!"
Angus Villeray 307 R/T - @karhgath
FACTS:
Body/Chassis: Galvanized ladder frame, steel panels.
Suspension/ Steering: Double wishbone front, coil sprung solid rear. Linear springs, gas shocks. Power assisted rack and pinion.
Engine: 4997 cc 90 degree V8, iron block, aluminium heads. OHV, 16 valves. Bore x Stroke 95.5x87.2 mm. Max power 282 hp/5500 RPM. Max torque 421 Nm/4100 RPM. Compression ratio 12.4:1. Multi point electronic fuel injection, twin throttle bodies. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Clutchpack diff.
Wheels and tyres: 235/60R16 front, 265/55R16 rear. Alloy wheels.
Brakes: Front 325 mm vented discs, 2 piston calipers. Rear 325 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 1598 kg. Wheelbase 273 cm. Length 508 cm. Width 197 cm.
Performance: 0-100 km/h 5.59 seconds. 80-120 km/h 3.53 seconds. 0-402 m 13.81 seconds. Top speed 270 km/h. Braking 100-0 41.1 metres. Cornering 0.884 G.
Economy: Purchase price $31400. Service costs $1889.10. Fuel economy 14.3 litres per 100 km.
If you want a front end that screams “Hey look at me!”, look no further than the Angus.
Two tone paint and enough air scoops to suck in a small planet, the Angus wasn’t made for people that wanted to disappear into the crowd.
The rear is a little more muted in its style than the rest. Not by much, though.
The interior felt very welcoming, but not every one likes the red/beige combo and the style is very american with the strip speedo that may put off some buyers with sporty ambitions.
“Mmmmh….I don’t know. Maybe too much “in your face”, too much muscle car styling for my taste. If the Turból was an American pulling it off right….this is an american pulling it off….less right. I don’t say that it is ugly but it does not feel like what I am looking for. I’ll see how it does before I make my decision here though…”
Lightstar Deimos 400SP - @Elouda
FACTS:
Body/Chassis: Galvanized monocoque, aluminium panels.
Suspension/ Steering: Double wishbone all around. Linear springs, gas shocks. Manual rack and pinion.
Engine: 4000 cc 90 degree V8, all iron. DOHC, 32 valves. Bore x Stroke 86.7x84.7 mm. Max power 328 hp/6500 RPM. Max torque 403 Nm/5400 RPM. Compression ratio 12:1. Multi point electronic fuel injection, individual throttle bodies. Naturally aspirated.
Drivetrain: Longitudinal front engine. All wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 225/60R16 front, 255/50R16 rear. Alloy wheels.
Brakes: Front 295 mm vented discs, 2 piston calipers. Rear 235 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 1318 kg. Wheelbase 270 cm. Length 498 cm. Width 180 cm.
Performance: 0-100 km/h 4.24 seconds. 80-120 km/h 2.96 seconds. 0-402 m 12.78 seconds. Top speed 287 km/h. Braking 100-0 41.7 metres. Cornering 0.832 G.
Economy: Purchase price $33000. Service costs $1570.90. Fuel economy 14.9 litres per 100 km.
No, this is not an American family sedan, it is the Lighstar Deimos.
Short nose, long roof and long overhangs gives the Lighstar proportions that aren’t all that sporty.
The creativity of the designers shows mostly in the tail of this car, with the slanted lights and hexagonal plate recess.
“Sorry, but this does not make it for me. Multiple lights stacked on each other up front, a boring overall shape, proportions that are totally off and a rear end that looks like if it was put together during a beginners course in cubism. I have hard to find something overly positive to say here, honestly”
Lyksell Sleipnir 300GT - @GAlexZilla
FACTS:
Body/Chassis: Corrosion resistant steel monocoque, steel panels.
Suspension/ Steering: Double wishbone all around. Hydropneumatic suspension. Power assisted rack and pinion.
Engine: 4991 cc 60 degree V12, all aluminium. DOHC, 48 valves. Bore x Stroke 84.2x74.7 mm. Max power 304 hp/6000 RPM. Max torque 412 Nm/4500 RPM. Compression ratio 9.1:1. Single point fuel injection. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 215/55R16 all around. Magnesium wheels.
Brakes: Front 295 mm vented discs, 3 piston calipers. Rear 220 mm vented discs, 3 piston calipers. ABS.
Weight and measurements: Curb weight 1455 kg. Wheelbase 272 cm. Length 464 cm. Width 173 cm.
Performance: 0-100 km/h 5.66 seconds. 80-120 km/h 3.01 seconds. 0-402 m 13.93 seconds. Top speed 288 km/h. Braking 100-0 41.5 metres. Cornering 0.949 G.
Economy: Purchase price $33000. Service costs $2632.60. Fuel economy 15.5 litres per 100 km.
The Lyksell has a front end similar to the Novalina, but with visible headlights.
The overall shape is a tad bit more sleek, though, even if it still sports some similar ideas.
The tail is a bit more sporty with its round taillights.
The Lyksell has a rather typical sports car interior, good looking, quality materials, but not a lot of new ideas.
“Another very strong contender indeed. It reminds me of the Novalina, which I like a lot, but it is a bit less sober, more sporty. Like the evil cousin or something. However, it feels like the Novalina has the slight edge interior wise here.”
Ting Luchtaine GT Turbocharged - @supersaturn77
FACTS:
Body/Chassis: Galvanized monocoque, aluminium panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Manual rack and pinion.
Engine: 2998 cc 60 degree V6, iron block, aluminium heads. DOHC, 12 valves. Bore x Stroke 83.3x91.7 mm. Max power 191 hp/5900 RPM. Max torque 254 Nm/4100 RPM. Compression ratio 10.2:1. Multi point electronic fuel injection, single throttle body. Twin turbochargers.
Drivetrain: Longitudinal front engine. All wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 195/60R16 all around. Magnesium wheels.
Brakes: Front 265 mm vented discs, 1 piston calipers. Rear 245 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 1139 kg. Wheelbase 290 cm. Length 485 cm. Width 174 cm.
Performance: 0-100 km/h 6.09 seconds. 80-120 km/h 4.21 seconds. 0-402 m 14.52 seconds. Top speed 226 km/h. Braking 100-0 42 metres. Cornering 0.853 G.
Economy: Purchase price $33000. Service costs $1883.10. Fuel economy 14.7 litres per 100 km.
Spare for the grille decor, the front of the Ting is all rectangles.
Shooting brake, coupé or hatchback? The Ting is kind of blurring the borders here.
An odd looking “split” glass hatch means that the oddball styling themes continues to the rear.
We could only test a right hand drive model, but the space age interior is as weird as the rest.
“A typical example of where I like the interior, not the exterior. A rather nice interior put into something that looks like an upside down bathtub. I like some of the details, like the split hatch, but the overall shape puts me off.”
Cordelia GTT Du Chef - @Ananas
FACTS:
Body/Chassis: Steel monocoque, steel panels.
Suspension/ Steering: Double wishbone all around. Hydropneumatic suspension. Manual rack and pinion.
Engine: 3268 cc boxer 6, iron block, aluminium heads. DOHC, 24 valves. Bore x Stroke 89.9x85.8 mm. Max power 281 hp/5300 RPM. Max torque 411 Nm/4100 RPM. Compression ratio 8.4:1. Multi point electronic fuel injection, individual throttle bodies. Single turbocharger.
Drivetrain: Longitudinal rear engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 215/55R16 front, 255/50R16 rear. Alloy wheels.
Brakes: Front 325 mm vented discs, 1 piston calipers. Rear 325 mm vented discs, 1 piston calipers.
Weight and measurements: Curb weight 1373 kg. Wheelbase 264 cm. Length 439 cm. Width 174 cm.
Performance: 0-100 km/h 4.93 seconds. 80-120 km/h 3.27 seconds. 0-402 m 13.43 seconds. Top speed 257 km/h. Braking 100-0 40.6 metres. Cornering 0.856 G.
Economy: Purchase price $33000. Service costs $2539.40. Fuel economy 13.5 litres per 100 km.
Soft and without too many details defining the shape, the Cordelia almost looks like a soap bar from the front.
You find more of the details in a side view, the amount of black plastic attached to this streamlined car is almost impressive sometimes.
In case you should forget what car you’re driving, just have a look at the panel between the taillights, that should be enough.
“I am a bit doubtful to this. Another one of those futuristic shapes, and this time with details that I feel does not really harmonize with it. It lacks a bit soul in my opinion. Not a favourite.”
Valens 816 Coupé 3800P - @Texaslav and @pen15
FACTS:
Body/Chassis: Galvanized monocoque, steel panels.
Suspension/ Steering: Double wishbone front, semi trailing arms rear. Air suspension, oil shocks. Power assisted rack and pinion.
Engine: 3831 cc inline 6, iron block, aluminium head. DOHC, 24 valves. Bore x Stroke 93x94 mm. Max power 257 hp/5300 RPM. Max torque 389 Nm/4500 RPM. Compression ratio 10.5:1. Single point fuel injection. Naturally aspirated.
Drivetrain: Longitudinal front engine. Rear wheel drive. 4 speed computer controlled automatic transmission. Clutchpack diff.
Wheels and tyres: 225/60R15 all around. Alloy wheels.
Brakes: Front 285 mm vented discs, 2 piston calipers. Rear 265 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 1322 kg. Wheelbase 260 cm. Length 450 cm. Width 175 cm.
Performance: 0-100 km/h 6.66 seconds. 80-120 km/h 3.78 seconds. 0-402 m 15.44 seconds. Top speed 258 km/h. Braking 100-0 41.1 metres. Cornering 0.854 G.
Economy: Purchase price $31600. Service costs $1599.40. Fuel economy 11.3 litres per 100 km.
With a triple light arrangement and an aggressive “beak” in the middle, the Valens manages to pull off a look on its own.
The side profile of the Valens appears both exclusive and elegant.
Even if the rear end doesn’t have any features that makes it stand out, it still harmonizes well with the design language.
“Another one of my favourites indeed. It looks, as they say, exclusive and elegant, sporty, it has loads of personality. And the more I look at it, the more it grows onto me. If the rest is up to the task, this might as well be it.”
Valdez Coraje 1.8 Turbo - Entry via Discord
FACTS:
Body/Chassis: Galvanized monocoque, fiberglass panels.
Suspension/ Steering: Double wishbone all around. Progressive springs, gas shocks. Manual rack and pinion.
Engine: 1750 cc boxer 4, all aluminium. DOHC, 8 valves. Bore x Stroke 76.9x94.2 mm. Max power 150 hp/6200 RPM. Max torque 192 Nm/4900 RPM. Compression ratio 10.7:1. Mechanical fuel injection, single throttle body. Single turbocharger.
Drivetrain: Longitudinal rear engine. Rear wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 165/60R15 front, 205/50 R15 rear. Alloy wheels.
Brakes: Front 270 mm solid discs, 1 piston calipers. Rear 270 mm solid discs, 1 piston calipers.
Weight and measurements: Curb weight 838 kg. Wheelbase 243 cm. Length 422 cm. Width 162 cm.
Performance: 0-100 km/h 5.86 seconds. 80-120 km/h 4.03 seconds. 0-402 m 14.36 seconds. Top speed 224 km/h. Braking 100-0 39.6 metres. Cornering 0.853 G.
Economy: Purchase price $23400. Service costs $1397.20. Fuel economy 8.9 litres per 100 km.
The Valdez has an uncommon arrangement of its popup headlights.
A rather high roof with low and sloping front and rear ends gives the Valdez kind of uncommon proportions.
In between the horizontal taillights, a rear grille hints at the rear engined configuration of the car.
The interior gives off a hint of exclusivity that the exterior is not totally up to.
“Frogeye lights and a silhouette that reminds me of a speedbump? Maybe the trucks will use this car as one too? That sort of puts me off here to be honest. Not among my favourites. But I admit that the interior doesn’t look that bad, even if I am maybe not a fan of some details as the tiny gauge cluster and the wooden glovebox door that looks a bit tacked on.”
AMS Hornet GT-8 - @bdub1
FACTS:
Body/Chassis: Galvanized monocoque with subframes, aluminium panels.
Suspension/ Steering: Double wishbone front, semi trailing arm rear. Progressive springs, gas shocks. Power assisted rack and pinion.
Engine: 4530 cc 60 degree V8, iron block, aluminium heads. DOHC, 32 valves. Bore x Stroke 90x89 mm. Max power 327 hp/5800 RPM. Max torque 430 Nm/4800 RPM. Compression ratio 11:1. Multi point electronic fuel injection. Naturally aspirated.
Drivetrain: Longitudinal front engine. All wheel drive. 5 speed manual transmission. Helical diff.
Wheels and tyres: 205/60R15 all around. Alloy wheels.
Brakes: Front 300 mm vented discs, 2 piston calipers. Rear 275 mm solid discs, 2 piston calipers.
Weight and measurements: Curb weight 1429 kg. Wheelbase 282 cm. Length 492 cm. Width 187 cm.
Performance: 0-100 km/h 4.85 seconds. 80-120 km/h 3.16 seconds. 0-402 m 13.01 seconds. Top speed 249 km/h. Braking 100-0 44 metres. Cornering 0.795 G.
Economy: Purchase price $32500. Service costs $1464.60. Fuel economy 15.9 litres per 100 km.
Sharp edges and angles seems to be the design theme of the AMS.
With its two tone paint, fender flares, air scoops, striping and rear window louvers, the AMS is nothing for the buyer that prefers subtle looks.
The design theme from the front continues in the rear.
“Well, another car that’s not a favourite but still not ugly. But I can still wonder, if it did not have all this things tacked onto it, would it lack a bit of soul then?”
(Phew, now I am taking a little break from this TBH, but since most of the boring work is done, it should not take forever to get to the next part of the reviews)
26 Likes
We here at ARNOC stand behind our weird headlight design 
(no sarcasm, I apricate the truthful review of my sports car.)
Lets just hope the truck engine brings in praises haha
All of this is written in character, personally I am not looking to bash other peoples builds. However, there are some flaws with your design, that I will handle in a constructive, out of character manner in the final reviews. As I will with the other cars, to some extent, so it is nothing personal that is aimed at you. 
7 Likes
Due to high customer demand, all '81 Enigmas will have standard carpet flooring.
At Axxus, we listen.
I seen it, you pointed it out!! When i was taking pictures, i noticed how shiny the flooring was and didnt like it. I guess i could’ve taken the shine out and gave the people what they needed, which was carpet and not vinyl.
On a side note Mr Johansson, this is a dope format, reminds me of a magazine. I keep flipping/scolling up and down looking at stats.
6 Likes
Yeah, I was kind of going for magazine format this time, so will the rest of the reviews be done too. The final ranking, however, will be done “out of character” to be able to give the best possible feedback. This is not CSR after all, I just thought that a little backstory and having an actual client could make the challenge easier to understand. I just didn’t feel for too much storytelling surrounding this…
My way of making carpet, BTW, is to set the material to cloth, scale it up to max and set it to max roughness. I don’t say that it is the best or the only way, but that’s how I do it.
3 Likes
Huh cool good to know.
Thanks, ill remember that for the future.
I was wondering, will this be a 1 off type challenge or will there be spinoffs like FAST FOR 2 or FAST FOR 6!!!..FAST FOR 1???
Fast for 1…like when @DrDoomD1scord trolled JOC with a Formula 1 car then? 
Nah, it is an one off challenge, I just felt like doing something with this subject. I think that we have rarely have had sports car challenges from the late 70s and early 80s, and I wanted to add another element to it too, to not end up with “just make a Countach”, lol.
1 Like
Man I’m dumb, I just got the fast for four reference…
I was like, fast for four? but we’re not using 4 cylinders or 4 speeds, the year isn’t even set to 84…
Will be interesting to see how my car will do stats wise, being the only FWD car here…
4 Likes
I feel you, but i was being serious.
Im not trolling you, i could honestly see a FF1, FF2, FF4, FF6…all different years.
But it is your call, your decision.
Dope challenge nonetheless.
2 Likes
I didn’t think you were trolling me either, no worries.
2 Likes
GROUP 1: BARGAINS OR COMPROMISES?
In the back: From the left the Eletrè Allavita, Arnoc Nexum GT and Turból Centurion 200. Closest to the camera, from the left the Valdez Coraje, the Pheonix Claymore LX and the Hammardiin Farvarg.
Six of our cars have one thing in common: they cost under $ 30 000 AMU. Other than that, there is a fair bit of variety in this group of cars. Four of them are rather typical three box coupés: The Arnoc Nexum GT, the Turból Centurion 200, the Hammardiin Farvarg V8 and the Pheonix Claymore LX. There is the fastback Valdez Coraje and the liftback Eltrè Allavita. Half of them (Arnoc, Turból, Pheonix) uses a conventional FR layout, while the Valdez is rear engined and the Eltrè has all wheel drive. The real outlier is the Hammardiin that seems to take up what the Citroën SM left behind some years ago - being a front wheel drive grand tourer. Engines range from a 1750 cc, 150 hp flat 4 (Valdez) to a 6551 cc, 369 hp 60(!) degree V8 (Arnoc). Eltrè and Valdez uses turbochargers, and the Turból is an outlier by still using a carburetor while the rest of the field has switched to fuel injection.
When it comes to being a drivers car we put the Eltrè last on our list. The brakes are the worst of all the tested cars, they lack bite and are the only ones that shows any remarkable fading problems when being driven hard. With a 49.1 metre stopping distance, it takes almost 10 metres more for it to stop than the Valdez, that happens to be the best braking car in our test. We give some points for the important safety feature of an anti locking system, though.
Also, cornering performance is the worst in the test at 0.722 G. It is predictable and safe, though, and it should be said, we have tested our cars on dry tarmac, in bad weather conditions we are sure that the Eltrè would shine compared to the rest, due to its all wheel drive. The choice of an automatic transmission probably gives it away - this is a car built for fast but relaxed and comfortable driving - not for action on twisty backroads. Also, despite the turbocharger, the performance isn’t impressive - but adequate. We’re a bit surprised by the second slowest 80-120 time in the test, though, since passing acceleration is an area where turbo cars generally shines.
Does a front wheel drive car have to be boring? Well, even if the Hammardiin does not exactly feel “sporty” it has a surprisingly rear wheel drive like behaviour, where you hardly can notice any understeering. Cornering performance at 0.839 G is also better than the Eltrè even if a bunch of other cars in this test leaves it behind. As with the Eltrè you can notice some brake fading, not as bad though, and at 41 metres, the stopping distance is much shorter. A five speed manual with gearing that feels just about right seems to be well suited for the car. With that said - we feel that the Hammardiin is a compromise that does not work all the way. There are cars in this test that feels way more relaxed and easy to drive - despite being rear wheel drive - while it still has some of the front wheel drive “boredom” stigma attached to it. Sorry.
When it comes to performance, the Hammardiin does not shine, neither does it have anything to be ashamed of. All values are rather average among the cars in this test. If we compare to the rest of the cars in “group 1”, however, it is among the fastest. Top speed wise the Arnoc (in a league of its own) and the Turbòl (barely) beats it, on the dragstrip and 0-100 it is the fastest, and 80-120 it is only beaten by the Arnoc. Lots of grunt for the money? Sure.
Rear engined cars are trying to kill you in every corner? Not if they are tuned properly, which the Valdez shows. It may be a bit tail happy at slower speeds, but getting the tail to break out first when it is pushed to the limits seems to be impossible. It is warning its driver long before it goes wrong, by gradually showing more and more understeery characteristics, but with 165s up front and 205s in the rear, a rather extreme stagger on such “narrow” tyres, we might have an explanation there. 0.853 Gs of cornering is only beaten by the Arnoc in this group, and as mentioned before, the short braking distance is nothing but fantastic. There is no fading to speak about either. Low weight sometimes does wonders.
What may be a little less inspiring is the gearbox, a five speed manual with wide spacing that becomes a bit boring in combination with the power band of the engine. However, the 0-100 sprint is not exactly slow at 5.86 seconds. For being a 150 hp car, the rest of the performance values probably has nothing to be ashamed of either, but this car has brought a knife to a sword fight performance wise. 224 km/h top speed is nothing to brag about anymore if you want to play with the big boys (the lowest one in this test actually), and neither passing acceleration or quartermile times does impress us. With that said, the competition is hard here. None of the cars in this test are slow, not even the Valdez.
It should also be remembered that speed isn’t everything. Out of all the cars in this group, we would class the Valdez as the most fun one to drive.
A car that despite its price instead breaks the magical 300 km/h barrier (!) is the Arnoc Nexum, something it only shares with the much more costly Zephorus. However, a 6.64 second time to 100 there does not impress, neither does a 14.01 second quartermile time, so it is obvious that this is a car geared for top speed. 2.88 seconds 80-120 is a very good time, though. But with an engine as powerful as this, we question if they couldn’t have given it a closer ratio gearbox that could have helped a bit. The fact that the rev limiter cuts off at 6000 RPM when the engine still has much more to give does not help.
From a handling standpoint the Arnoc may be seen as a mixed bag. It is both predictable and grippy at 0.952 G, although the heavy cast iron lump up front takes its toll. Almost 65% of the weight is on the front end, which makes it a bit understeery. The brakes does not show any remarkable fading, and they are good on paper with a 40.4 metre stopping distance. What’s not so good, however, is the brake balance. The rear brakes tend to overpower the front, and the faster the speed, the worse it gets. Good thing there is ABS at least.
The Pheonix driving experience is maybe a bit bland. With rather extreme tyre dimensions like this, you could expect better cornering performance than 0.802 Gs. It’s a rather good car at communicating with its driver though, in the sense that it will not give you any unwanted surprises. But a 48 metre braking distance is almost as long as the Eltrè, it doesn’t have the fading problems of that car though. What they share is the ABS.
Spare for a 255 km/h top speed, the Pheonix is along with the Axxus Enigma the slowest of all the cars we have tested. It should be kept in mind there that the Axxus has an automatic transmission, while the Pheonix has a 5 speed manual. Overall the gearing seems to be chosen for economy over performance, which adds a bit to the blandness.
The characteristics of the Turból are tail happy at slow speeds, but turning into understeer as the speed increases. The 0.832 G cornering performance may not be impressive, but still OK for a car in this group at least. The brakes are very good with a nice brake balance, short 40.5 metre stopping distance and no fading. Unlike some other cars in this test, Turból has not yet adopted an anti locking system, though.
What we loved was the 5 speed manual gearbox where the ratios felt just right. The Turból was an overall good performer too, not the quickest at doing anything, but it shows a solid, good performance - so don’t count the carbureted engines out just yet.
We said that the Eltré was not the most exciting car to drive, but when it comes to comfort it more than well compensates for that. The suspension is clearly tuned for comfort (at the price of some body roll), the seating comfort heavenly, sound insulation great, and the automatic transmission, well…it’s a choice that shows where the priorities are.
With all that said, it is surprising that Eltré didn’t go for power steering. All this emphasis on comfort and a manual steering rack does not really go hand in hand.
The Hammardiin actually has power steering, but is not a very comfort oriented car. The suspension setting is firm, interior wise it is a notch below the Eltré. Overall it seems to be lagging behind most cars not only in group 1 but also in this test overall.
Not much better is the Valdez. A small body makes for a cramped car, and the suspension setting is sporty to say the least (read: hard). Manual steering is not as much of a drawback here, being a light car with a rear heavy bias. The interior is a little bit better appointed than in the Hammardiin, but not up to the Eltré’s standards. A very quiet engine means that there is good sound comfort, though.
It would be unfair to call the Arnoc a disaster, but it is clearly the most uncomfortable of all the tested cars. It shares the stiff suspension with the Valdez and Hammardiin (yet manages to have a bit more bodyroll than would be expected in this class, maybe), the sports seats does hold you firmly in place, but doesn’t offer that much in the way of padding, there’s not much dampening of the rather loud engine, that also runs rough due to being a 60 degree V8, the brakes are a bit hard wearing on your right leg in city traffic, and the interior space is nothing to brag about, being the smallest of the cars.
The Pheonix suspension strikes a rather golden midway between sport and comfort. It has power steering, and is on a similar level to the Valdez interior wise, but offers more room. Power steering is standard. Don’t make this lead you into believing that the Pheonix will ride on clouds, but the comfort is not that bad for being among the cheaper cars.
The Turból has a similar setup to the Pheonix, but a little softer dampening, a little better appointed interior with “real” back seats instead of the 2+2 solution of the Pheonix, a little more sound insulation. It has power steering. The engine noise is, like in many of the cars, noticeable, but that’s also how many buyers in this class wants it. We give it an edge over the Pheonix comfort wise.
Eltré has not really managed to solve the problem with turbo lag very well, the turbo takes time to spool. Also, for a forced induction engine it has a remarkably narrow power band, shortly after the turbo starts to spool, it rapidly loses power again. The engine is also on the louder side for being turbocharged, but it is not that much of a problem in such a well insulated car. It is decently smooth for a V6 and offers adequate throttle response.
The Hammardiin V8 runs smooth. Being rather small for a V8, torque does not peak until 4400 RPM, but the power band is still allright. Throttle response is a bit more sluggish than we would have expected in this class, maybe. Overall a modern, up to date powerplant that does its job well, but maybe not much more either.
The Valdez is the only 4 cylinder car we have tested, a flat 4 nonetheless. That more or less eliminates the smoothness problem that comes with other 4 cylinder layouts. One interesting thing - the turbo lag is hardly noticeable. The turbo gives a small but effective power boost through more or less all of the range. The rev limiter may be cutting a bit early, though, and the throttle response is sluggish. As we mentioned earlier - remarkably quiet. And it shows that we should really not count a 4 cylinder out of the game.
The Arnoc and Valdez are worlds apart. The Arnoc runs a 6.6 litre, all iron, pushrod 60 degree V8. But there are actually reasons why a 6.6 litre 60 degree V8 is a bad idea - it is a bit shaky despite balance shafts. Also, for such a big engine it doesn’t offer as much low end grunt as we would want to - yet the rev limiter cuts off at already 6000 RPM. It also has a drone that may sound sporty up to a point - but is annoying in the long run. The Arnoc engine really shows why size and power isn’t everything - and it is clearly not an engine well suited for the actual car.
The 4 litre V8 of the Pheonix is as unremarkable as the rest. With a SOHC 2 valve layout it is neither ancient or space age in its technology, and it sports a conservative, but not disappointing, 210 hp power output. It runs smooth and has an exhaust note on the sporty side without being terribly loud. The power band is sane, however, the rev limiter cuts off rather close to peak power. What it should have credit for, is that the throttle response is decent.
The Turból V8 is not that far off. A similar layout, alittle bit bigger at 4.2 litres, a little bit more power at 244 hp. A little less anxious rev limiter - thank you. Smooth, on the loud side but without being annoying. Maybe we are entering the era of fuel injection but Turból shows that the carb still has something to give.
For $26800 AMU the Eltré seems like a bargain in one way, since it gives you turbo, automatic transmission, lots of bells and whistles, a decent cassette radio, ABS and a decent level of safety equipment. But corners has been cut on the way, yet, we feel like if you want the most bragging rights for under 30 000, the Eltré is where it is.
The Hammardiin is $800 AMU cheaper, but feels like a cheaper car in many ways too. You will get a less well appointed interior, only an 8 track player instead of cassette (albeit a well sounding one), manual transmission, no ABS or turbo and only front wheel drive. On the other hand you will get a V8, power steering and a more extensive safety package (we guess that the Hammardiin is probably the one you should choose to have a crash in out of all the cars in this group), so if that’s a reasonable tradeoff for you…
At $23400 AMU, the Valdez is the second cheapest car. On the other hand, it shows. Not everyone appreciates the feeling of kit car that a fiberglass 4 cylinder sports car will give you. The interior is some notches about average, sure, and you will get a decent 8 track player (not cassette). Safety equipment is above average level but we still lack faith in the safety of a small, fiberglass bodied car like this.
At $28600, the Arnoc is the most expensive car of the group. For that money you will get ABS, power steering, a decent cassette radio, sports seats and….well, a powerhouse of an engine harking back to the age of the dinosaurs. But it is still a small fiberglass bodied thing, a less thought out one than the Valdez, which some people may see as laughable. And for that exact reason, don’t crash either, since the safety equipment is not as extensive as it is in the Valdez. The Arnoc is a deathtrap, frankly speaking.
For only $21900 the Pheonix is the bargain in the group. ABS, power steering, all the latest in safety equipment, a great sounding cassette radio, a reasonably well appointed interior, ABS….all comes as standard. So does a decently modern V8. If corners have been cut? Yes, don’t expect anything else for the price, but you still get a lot of car, no question about it.
The Turból costs $26800 AMU. It could be seen as another very bargain-priced car since you will get stuff like magnesium wheels, power steering, a near-luxury interior, a sound system beating every other car in this class and a safety equipment package containing everything you can imagine. But technology wise it may be lagging a bit behind, strut suspension up front, clutched differential, carburetor and no ABS. The priorities have been equipment over technology, and that does not have to be a bad thing.
Will it be a nightmare to own an Eltré? Well, that is a little bit harsh to say, but it is not sparse on the fuel with a 16.6 litre consumption per 100 km, and believe us when we say that all this new fangled technology will sooner or later break. At $1789.50 the service costs are decent for such an advanced car, though.
At 9.5 litres per 100 km, the Hammardiin shows that even a V8 car can have an impressive fuel economy. At $1203.40 the service costs aren’t bloody either. Reliability? We predict around average.
Low weight and small engine - no wonder that the Valdez beats the fuel economy record at 8.9 litres per 100 km. It is also a relatively simple and well built car that should hold up in the long run. Service costs at $1397.20 reasonable, considering that it has a turbo.
It does not matter that the Arnoc is cheap to buy, not even in this class is it possible to excuse a fuel “economy” of 22.7 litres per 100 km anymore, and the astronomical $2981.10 service costs are in a class of their own. If that does not scare you enough, it seems to be built by some cross eyed guy in a shed and will probably start falling apart within months after getting it.
13.3 litres per 100 km is a decent fuel consumption figure for the class, if not exceptionally good, and $1317 in service costs are reasonable. We predict a reliability around average for the Pheonix.
16.5 litres per 100 km is where the carbureted engine of the Turból shows its drawbacks. But at $1261.80 it is cheap to service, and proven technology usually holds up well in the long run.
CONCLUSIONS AND FINAL VERDICTS:
Eltré - If you are interested in the latest in technology, is a bit avantgardistic, but still economically minded, this is the choice for you. If you don’t mind that corners have been cut, that the vehicle is by no means flawless, and does not offer the most exciting driving experience - even better. We can see its place on the market even if it is not the obvious choice for everyone.
Hammardiin - An unusually “rational” car for its class. Safe and economical, but probably won’t touch the right nerve for the enthusiasts. But if you need a front wheel drive grand tourer more than anything else in your life, sure…
Valdez - The featherweight champion in more than one way. If you value driving excitement over status, it might be an interesting choice, but we feel that it can not really be compared to the other vehicles in the test in a really fair manner.
Arnoc - You need to drive 300 km/h and can’t afford a Zephorus? Not want, but really NEED? Fine. Arnoc is your only choice then. If not, there is more or less no reason to go for it. Avoid!
Pheonix - Great value for your money and an entry level ticket into the worlds of “finer” cars. But surprisingly bland and unexciting for a car in this class. At the price point, you will have to accept that it is lagging behind in some areas.
Turból - The solid allrounder in this group. It does everything good enough, or better. A car that is easy to like when you get to know it, with the fuel economy as its only major drawback. But if you really want the latest in technology this is probably not your first choice.
@donutsnail, @PhirmEggplant, @Hilbert and @Vento, @bang6111, @xsneakyxsimx
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I suppose that is what happens when I try to do a 2 door coupe version of a Thema 8.32, but I still had fun building it and I still think it was a novel approach for an 80s Grand Tourer.
And ‘average’ is rather much the story of my Automation career.
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