Hey, that fuel economy out of a 1980 V8 deserves a mention!
3 Likes
Great article.
Even if we’ve been ranked aviod, its the car i was going for. The left over V8 from an era gone shoehorned into the new compact car and marketed as a sprts car. Its like we tried to make an 80s cobra but its a failure 
.
Good luck everyone in the next groups.
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Still can’t believe that thing didn’t win, smh
1 Like
GROUP 2: TECH GALORE
In the back: From the left the AMS Hornet GT-8, Cordelia GTT Du Chef, Ting Luchtaine GT Turbocharged, Novalina 626 GT4 and Tarske SW612 GTS. Closest to the camera, from the left the Cavaliere Nobile Zenturio biturbo, Axxus Enigma and the Lightstar Deimos 400SP.
In the second group, we find the vehicles featuring interesting technology we think will be in a lot of cars in the future. Mainly turbocharging and all wheel drive, that has went from being stuff mostly found on niche vehicles, to being something that reaches a wider audience. The Cordelia GTT Du Chef, the Tarske SW612 GTS and the Novalina 626 GT4 uses a single turbo layout. The Ting Luchtaine GT Turbocharged and Cavaliere Nobile Zenturio biturbo on the other hand, uses a twin turbo setup. The Ting also uses an all wheel drive layout, where the Cavaliere sticks to tried and true rear wheel drive. Axxus Enigma, Lightstar Deimos 400SP and AMS Hornet GT8 lacks the turbocharger, but gives you all wheel drive. Sure, we have been looking at the turbocharged Valdez and the turbo AWD Eltrè earlier, but now it is time to see if a higher price point means that this technology can make wonders.
Looking at the Cavaliere, the answer is a harsh “doubtful”. You can’t complain about the performance, that’s for sure, but among its competitors it is only at an average level with a 279 km/h top speed, 6.89 seconds 0-100, 3.14 seconds 80-120 and 14.39 second quartermile times. Blazingly fast if you ask the man on the street, that’s for sure, but in this class there is always a prestige loss to not be among the top contenders. Also, the cornering and braking performance is not really up to its task, with cornering at a mediocre 0.753 Gs and 46.1 metre stopping distance. Sure, the Cavaliere is relatively fun to drive, up to a point, but it starts to understeer early. Some of its competitors seems to have wider and stickier rubber, which might explain it. The brakes does not show any alarming amounts of fade, though, and the balance is on the front biased side - safer, but we would still have liked some more bite on the rear brakes. No ABS is available as we write this. We didn’t find much to complain about when it came to the 5 speed manual gearbox, though - it does its job just fine.
The Axxus Enigma isn’t a very driver focused car either. The good things first - during bad weather conditions, the all wheel drive system and ABS will give a sense of security. But the stopping distance on a dry road is 47.6 metres, which is even worse than the Cavaliere, and at 0.768 Gs, the cornering is not much better. It feels a little more responsive, though, without the Cavaliere behaviour of switching from tail happy at slow speeds to heavy plowing at higher speeds, it is a lot more neutral. But a 4 speed automatic transmission with wide spacing between its ratios eats up a lot of the fun, despite being an advanced computer controlled design, with lockup. It probably also can explain the, for its class, sluggish performance. A 229 km/h top speed, 7.1 seconds 0-100, 4.97 seconds 80-120 and 15.32 second quartermile time is nothing to brag about in this class anymore.
The Novalina isn’t blazingly fast maybe - but still has more than enough grunt. Compared to the Cavaliere, it has a lower top speed at 261 km/h, and a slower 80-120 time of 3.62 seconds. On the other hand, it is faster on the quartermile (14.24 seconds) and 0-100 (6.32 seconds). Maybe the spacing on the 5 speed manual gearbox feels a little bit wide, but it is still acceptable. On paper the braking is good with a 41.3 metre stopping distance, but they do have a little bit of a fading problem when driven hard, and the brake balance is maybe a bit too rear biased. ABS is not available. A 0.858 G cornering performance must be seen as adequate, though, and it gives the driver no unpleasant surprises. With that said, we have driven cars that feels sportier than this.
The Tarske is another proof that rear engined cars have been tamed a lot nowadays. It is on the understeery side, rather than oversteering, the chances that you will pass yourself tail first with a Tarske are slim. A cornering performance of 0.843 Gs must be seen as adequate. Brakes (4 wheel vented discs, no ABS) are excellent, with a 40.5 metre stopping distance, no fading and a good braking balance. Overall it is a pleasant car to drive. The ratios of the 5 speed manual seems to be very well chosen, and with a 288 km/h top speed, 4.09 second times 0-100, 2.44 seconds 80-120 and a 12.36 second time on the quartermile, its speed capabilities should not disappoint anyone.
The Lighstar Deimos, however, provides that if not set up right, the feeling of security you get with all wheel drive might be a false one. It is able to corner at 0.832 Gs, which isn’t a disaster - the disaster is how it behaves when you go over the limit - the tail breaks loose and all you can do is pray.
Another questionable thing is the brakes. 41.7 metres isn’t that bad of a stopping distance, but its tendency to lock up rear wheels first is not ideal seen from a safety standpoint - especially since the Lightstar does not offer an anti locking system either. There are no fading problems, though.
It is a fast car, though. 4.24 seconds to 100, 2.96 seconds 80 to 120, 12.78 seconds on the quartermile and a 287 km/h top speed. And as long as you keep it under control, the Deimos is a blast to drive. It is nothing we would recommend to the unskilled driver, though.
For a car with twin turbos, the performance of the Ting is a bit disappointing, mainly because of the late spooling of the turbos. 226 km/h top speed is worse than the non turbo, automatic Axxus. 0-100 goes in 6.1 seconds, 80-120 in 4.21 seconds and the quartermile is done in 14.52 seconds. It should be said, that the fifth gear on its five speed manual is a pure overdrive gear just for economy, too. What could not be questioned, is the brakes. 42 metres stopping distance is an acceptable result, the brake balance is good, there is no fading. However, no ABS either, so it should be kept in mind that while the AWD might give a feeling of security during harsh conditions, the brakes are still not giving you any more help than in a conventional car. It shows a very neutral behaviour and has an acceptable cornering performance of 0.853 Gs. Overall a pleasant, secure and fun car to drive - but we feel that the engine could have a lot more to give with a proper turbo tuning.
The Cordelia feels a bit more like a traditional RR car than the Tarske, but still shows no problems with oversteering. At 0.856 Gs the cornering abilities are a bit better, brakes are about equal with a 40.6 metre stopping distance, nice balance and no fading. ABS is not available on the Cordelia either, though. The 5 speed gearbox works exceptionally well, with a good choice of ratios. The performance is not really up to what the Tarske could offer, though. 257 km/h top speed, 4.93 seconds to 100, 3.27 seconds 80-120 and 13.43 seconds on the quartermile should be enough for anyone - but sure, there are faster cars.
Numbers aren’t everything, though, and as a drivers car the Cordelia shines. It feels fun, nimble and exciting to drive, it follows your commands and gives great feedback.
The AMS Hornet has secure handling - but not really impressive with a cornering performance of 0.795 Gs. It won’t give you any unpleasant surprises, though, and is a car where AWD could actually give some extra security during harsh conditions. Like the Ting, though, no ABS. Also, the 44 metre stopping distance is mediocre, but there is no fading apparent, and the balance is good. The 249 km/h top speed is beaten by some cars nowadays, but at 4.85 seconds to 100 and 3.16 seconds 80-120, as well as a quartermile time of 13.01 seconds - acceleration is where this car shines.
The seating comfort in the Cavaliere is good, but despite the turbos, the engine is loud (albeit smooth as a boxer should be) and not even the superb sound insulation or sound system can really overcome that, also, the suspension makes for a really bumpy ride. It has power steering, and a very well appointed interior, but could still not be seen as a very comfortable car.
The Axxus on the other hand, is one of the most comfort oriented cars in this test. The suspension setting is still firm, but not hard as the Cavaliere, the automatic transmission of course does its job of reducing strain on the driver, it has power steering, the interior is well appointed, if not really up to the best cars, the engine runs smooth and quiet. A perfect example of how you won’t need fancy technology to make a comfortable car if just everything is in good harmony.
The Novalina doesn’t have an overly firm suspension setup (meaning that there’s a lot of body roll, that might explain why it really does not feel sporty to drive), it has a very well appointed interior, meaning that the seating comfort and sound insulation are on high levels, even being able to dampen the throaty roar of the engine. Power steering is standard. It is not the obvious car for long travels like the Axxus, but still actually not that far behind.
The little Tarske does better than expected. It has a rather soft suspension setup (still at the expense of some body roll, but not as apparent as in the Novalina). An extremely nice interior contributes to its comfort rating, as well as a quiet and smooth engine. Low weight over the front end means that the lack of power steering doesn’t matter all that much.
The Lightstar is not a very comfort oriented car, with a stiff suspension setup, stiff brakes and no power steering. A nice interior somehow makes up for this, but there are better choices if comfort is what you are looking for.
Ting has also gone for stiff suspension and no power steering. What you also will get is an interior with bucket seats that holds you well in place but maybe isn’t the most comfortable place to sit in the long run. There’s some engine noise, not at an annoying level, though. It is not an uncomfortable car - but there are lots of better one available at this price point.
The Cordelia is better - Hydropneumatic suspension is good for comfort, no question about it. The interior is very nicely appointed, and the already smooth and quiet engine won’t annoy you at all through the dense sound insulation. Once again, the lack of power steering doesn’t matter that much in a rear engined vehicle.
The AMS is somewhere in the middle. The suspension setup is a bit bumpy, but there’s power steering, the seating comfort is great, there’s a lot of gizmos and the quiet (but not impressively smooth) engine is well dampened through good sound insulation. But the more primitive semi trailing arm rear axle can’t be tuned in for comfort as well as the double wishbone the other front engined cars are using.
Italian temperament? For the Cavaliere boxer, you bet! The “horse kick” power curve so typical for turbocharged engines is here, it takes time to spool and is pretty gutless above that, it is loud and it reacts immediately at just a touch of the gas pedal (even if bark is worse than bite before the turbo kicks in). A sports car engine for a surprisingly unsporty car, maybe?
The 4.1 litre N/A V8 in the Axxus is mostly…unremarkable. It is quiet, it is smooth, it has decent throttle response, and maybe not the best low end grunt for a V8, due to its size, but still has an useful torque curve. 205 hp is becoming at the weak side in this class, though.
The single turbo V6 in the Novalina is at least more civilized than the twin turbo V6 in the Cavaliere. There’s less turbo lag, it is quieter (not as smooth due to being a 90 degree V6 without balance shafts). Not as responsive on the throttle. But all in all, a turbocharged engine that is a bit easier to live with.
Tarske has also managed to keep the turbo lag under control. The engine is surprisingly quiet, smooth as a boxer should be, it also has an impressive throttle response, and could be seen as a little gem of an engine, honestly speaking.
Despite a high RPM torque peak, the 4 litre V8 of the Lightstar has good grunt through the whole range. It also runs smooth, is not overly noisy, and has an out of this world throttle response. Now, if only the chassis engineering could have matched its powerplant…
The turbo tuning of the Ting is nothing but a disaster. The lazy turbo never starts spooling, it just gives a little more power just before redline, and our guess is that the engine would have been better off with no turbo at all. Other than that, there’s not much to write home about when it comes to this engine, either. A rather regular 60 degree V6, with a sluggish throttle response as its major standout from the crowd, except for the tragic turbo tuning then, of course.
Cordelia has managed to tune the turbo well, it gives a power boost rather early, other than that the engine also has a lot of advantages. Smooth like a flat 6 should be, not overly noisy. Throttle response is good. All in all, not completely up to the level of the rather similar Tarske, but close.
AMS has went for the rare 60 degree layout on their V8 - maybe not the best choice from a smoothness standpoint. But it has decent throttle response, an useful power band, all in all, a modern powerplant that is totally up to its task.
The Cavaliere costs $32800. For that money, you get all the latest in safety equipment, a very nicely appointed interior, but only an 8 track player, a format on its way out. But sure, the sound quality is nothing to complain about. Also a turbo flat 6, alloy wheels, power steering and a limited slip differential. Is that a bargain? Uhm…well…
At $30500 the Axxus is one of the cheaper cars in this group, but then you have to sacrifice some of the gizmos that some of the cars in this group have too. On the other hand, getting stuff like all wheel drive is not bad at this price point, and it is the only car that offers ABS and a computer controlled automatic transmission. Safety equipment is on par with the Cavaliere, but we find the later one to at least feel more robust, should the worst occur. All in all, not the worst of values, considering you also get power steering, a cassette player (not the most high end, but still), alloy wheels… but it is surprisingly similar to the Eltrè that sells for an even lower price.
At $32900 the Novalina is an expensive car. The question is how much it gives you for your money? Well, a car like this will always give you “much” but for “much” money too. In some regards (SOHC 2V layout, slightly dated safety technology) it even feels a bit conservative, on the other hand, the interior is just wonderful, and you won’t buy a car like this on rational grounds anyway. It also has a stunning cassette player, alloy wheels, helical diff, turbocharged V6 and power steering.
If we’re talking great values, the Tarske is not that bad at $31000. But of course, you won’t get a lot of “bulk” for that money (not that it is what buyers in this class usually wants anyway). That, and the age of the design, also makes the safety a bit questionable despite having all the latest safety technology. But cramming in a handcrafted interior at this pricepoint is an amazing move, and you will also get that little gem of an engine, a tape player that can blow the doors of the car, alloy wheels, helical diff…forget the power steering, though, and the back seats are barely suited for adults.
At $33000, the Lightstar is at the expensive end of the scale, and to be a bit salty, for that money you get a decent engine in a car that leaves much to be desired. But it is probably safe in a crash (you might need it, unfortunately), has a well appointed interior, an 8 track player with great sound, alloy wheels, a helical diff…but no power steering, and the engineering is not on par with its price.
Is it worth it to pay the same amount of money for a Ting? Well, not as long as the engine tuning is as flawed as it is. Also, it is a bit low on safety, and does not offer power steering. But AWD, a decent cassette player, sports bucket seats and magnesium wheels are included in the price. But shelling out that much for a flawed product….
It is hard to not compare the Cordelia to the Tarske - and the Tarske is $2000 cheaper. The amount of equipment you will get is about on par - speaking in the favour of the Cordelia there is maybe the hydropneumatic suspension that is a gizmo that some people may appreciate. Also, the Cordelia is a “true” 4 seater. We still see the Tarske as the better value here, though.
At $32500, the AMS has some room left to the most expensive cars. Yet, we feel that corners have mainly been cut on the safety side and on the somewhat simple rear suspension (compared to most of its competitors), other than that there is really not much missing. AWD, power steering, alloy wheels, a luxurious interior, cassette player…all is standard.
The Cavaliere takes some points back where nobody would have expected it to do it. Forget the Cavaliere reputation - it actually feels well built. And at 10 litres per 100 km it will be somewhat economical to fill it up. Unfortunately, that is eaten up by the service costs. $2132.30 proves that the free lunch does not exist…
Unfortunately, sooner or later, the fancy technology of the Axxus will start to break. 13.8 litres per 100 km is kind of average in the class, but the cheap service surprises us at $1315.10.
The Novalina feels decently well built, and 13 litres per 100 km is not that bad of a figure for a car like this. But at $2304.60 the service costs are even higher than for the Cavaliere.
The Tarske has been on the market for a while, its faults are well known by now - and there are no disastrous ones. 11.2 litres per 100 km is rather good fuel economy, $2591.50 for service is not…
The Lightstar will probably hold up decently well, but is thirsty on fuel at 14.9 litres per 100 km. $1570.90 is decently cheap for service.
We don’t see any reason why a Ting should have any unnecessary breakdowns, and at 11.6 litres per 100 km, economy is decent. $1883.10 is not extremely cheap for servicing, but better than many competitors.
Unfortunately, the build quality of the Cordelia feels questionable, and at $2539.40 service is not going to be cheap. 13.5 litres per 100 km is not a disaster for this type of car, though.
The AMS is a bit thirsty at 15.9 litres per 100 km. We predict the reliability to be about average, but service is not bloody at $1464.60.
CONCLUSIONS AND FINAL VERDICTS:
Cavaliere - A surprisingly mediocre car that feels old already as new, and that seems to be living mainly on old merits. Cavaliere enthusiasts won’t care and they will rush to the vehicle, leaving the rest of us a bit more ambivalent.
Axxus - A car surprisingly similar to the Eltrè, both in its engineering, its avantgardistic styling and its focus on comfort over being the perfect drivers car. It costs a little bit more than the Eltrè - it gives you a little bit more. Worth it or not is up to you to decide.
Novalina - Eyecandy with its classic sports car styling on the outside and stunning interior craftsmanship on the inside. The rest, sometimes borderline conservative technology (spare for the turbo) that works decently well. Rational purchase? Maybe not, but neither is its competitors.
Tarske - If you can live with a car that is a bit small, and the obvious disadvantages it will give, and at the same time wants top of the line engineering, this is it. The Tarske might be old, but is by no means dated, it is an engineering gem, a true drivers car. And it sells at a competitive price, too.
Lightstar - A blast to drive. Until hell breaks loose and you crash. Chances are that you will survive since it is very safe, then you can decide if you want to repeat it all over again. Jokes aside, this car is simply not good engineering, it is overall too flawed for us to recommend it to anyone, even though it has its bright spots like safety and sportiness.
Ting - Another car we can’t recommend until the factory have done anything to the flawed turbo tuning. The car is not the worst base we have seen to build on, but the turbo worked so bad that we started to wonder if they sent us a prototype that had not been tested properly.
Cordelia - In many ways this feels like the big brother of the Tarske. But the best things sometimes comes in small packages, and the Cordelia somehow does not have “it”, the things that will make you fall in love with the wonderful little Tarske. But if the small size doesn’t do it for you, and you still want some of the same feeling, then sure.
AMS - An allrounder, that does not stand out in any certain way, neither good or bad. Our guess is that most people buying an AMS will be satisfied with it. But does it really have the soul you can ask for in a car like this?
@Happyhungryhippo @DuceTheTruth100 @Danicoptero @Ananas @supersaturn77 @Elouda @bdub1 @mart1n2005
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It’s great when the reviewer gets the vibe you’re going for in a car. The Tarske SW612 is meant to be in production from 1968 all the way to 1994, receiving plenty of updates and facelifts along the way. A nice little sportscar loved by the fans despite its clear issues.
Excellent reviews as always, looking forward to the rest.
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This review, your writing was well worth the wait. From this latest review, I’ve deduced that I may have at least somewhat (finally) produced an all around decent car. That was my take at least. It didnt have Russian inspired design, much love to Russia…
I like your honesty without the shit talking, you always keep it constructive which is what its “supposed” to be all about, but we are all different.
I was actually aiming for a highway cruiser, but I still gotta figure out why my suspension is always on the firm side…and the braking…the damn brakes lol. Definitely gonna try to fix alladat.
I definitely have questions from your critiques as to how to make this car better for the following years to come.
Thankyou Mr Johansson.
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Russian design? 
I said nothing about that AFAIK 
Not you my friend, you’ve always kept it respectful.
But if you want a little out of character reflection over your questions…
Keep in mind that a car is always a compromise. Having a somewhat firm suspension setting is only natural on a sports car, but of course, a GT should not be rock hard in its settings either. I don’t think you have to worry about the spring rate in this case, it seemed well chosen, especially considering that there is only one car that beats yours when it comes to comfort (since that one is coming in the next group of reviews I haven’t looked all that much into why). That car is also the only one that has lower sportiness than your car, so by going for a softer suspension you could have lost too much there. (No, I haven’t decided on a ranking for all the cars yet, so I can’t give you much of a clue about how you stand up).
When it comes to the brakes, the reason for your car not being the best performer there, is probably the tires. I don’t say that you made the wrong choice, but your car was on medium compound tires, and most of the cars were on sports compound. There is a clear difference between stopping distances in this challenge between the cars using medium and sports, since as long as the brakes are overpowering the grip, there won’t be any difference if they overpower it a little bit, or by a huge amount, the grip will be the limit. So, do I say that choosing medium compound is wrong?
Not necessarily, since sports compound have other drawbacks. Medium will, for example, give better comfort, and IIRC, lower overall costs and lower service costs. It’s once again about striking that balance for what you want to achieve.
Also, the Axxus was running rather narrow tires compared to its competitors (but well, honestly speaking maybe more realistic dimensions than most, since this was 1980 after all). That will of course mean less grip too. On the other hand, fuel economy can suffer from overly wide tires…
Another way to increase grip is by tire quality, but that will raise overall costs, and IIRC also service costs since an identical replacement tire will be a more expensive one. Now, I don’t remember what the Axxus had, but as we speak, tire quality is rather good bang for the buck for making a better car…
But honestly speaking, your car this time is probably the best I have seen from you (I haven’t seen all of your cars of course) both styling and engineering wise. Then, how far the formula will take you in this challenge is a totally different story, I can’t answer that yet. It was one of the entries that sacrificed sportiness for a high comfort rating, and for such a car engineering decisions overall made sense. There is a risk that you maybe sacrificed too much of it to finish in the top, but in that case, it is more a matter of that, than it is about bad engineering.
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Well, the Zenturio is Cavalieres entry level model (apart from some bread and butter that is related from japanese Yamaguchi products), based on a Quattroporte-like sedan, and getting a smaller engine with a turbo instead to save cost, also, a few bucks were saved (no cassette or ABS, although ABS wasn´t available on any Cavaliere before the 1984 models, it´s a small manufactor after all).
So the review is quite accurate: An ordinary two-door car that only stands out by having a potent and sophisticated engine with absurd maintenance requirements. Still, it is not a disappointment in fun, quality and remaining comfort. A car for fans of the brand and Italian (life)style, but by no means a perfect car.
Well, ABS would have been extremely rare by 1980 IRL, but since we had the Jensen FF with the Maxaret brakes, and then the less complicated, more realistic to put into a mass produced car, but still very expensive, Bosch ABS as an option in the W116, I couldn’t really give any realism penalty on it either.
Man I respect that 100%
As of late, this is part of a trio of cars that I listened to advice from long ago and took inspiration from other cars.
I started making an updated '82 version earlier based off of what you said.
This one will probably remain the same for the most part, but the updated one will be the GT version, thanks to you.
I gotta work out a proper power plant as well. During showcasing, I seen the 0-62 of SOMEBODY’S car and I knew instantly my car was a slug.
I appreciate you bro. If I was a lore person, just know that this car has ties to the Sabre and Sidewinder.
And the initial Sabre came out because I was impressed by the one car you showcased a couple years back.
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Yeah it’s pretty interesting seeing the more high end cars for the class vs the lower more affordable cars.
I honestly don’t know who’s going to be the best out of the entire list; it seems that every car has it’s merits and disadvantages.
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I know its a one off series, but hear me out. Who else thinks it would be cool to take our reviews are refine these cars? (like 84/85 models) Resubmit them to show our companies growth from consumer reviews.
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Huh, that’s certainly an interesting idea for a challenge
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I agree.
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GROUP 3: EMBRACE TRADITION
In the back: From the left to the right - Angus Villeray 307 R/T, Valens 816 Coupé 3800P, Lyksell Sleipnir 300GT and Aether Renarde. In the middle: to the left - Cavini Zolfo, to the right - Elitas RC3. Closest to the camera: From the left to the right - Zephorus Espion, Durendal Canberra GT, Tempo SS and KMA K650 V12 5.0.
In the third group, we find some more conservative vehicles in the higher price class. No turbocharging, no oddball drivetrain layouts. Just a classic grand tourer, with a powerful, naturally aspirated engine up front, rear wheel drive, and still performance and luxury to give you the perfect experience. At least we hope it still stands a chance, compared to the more modern competitors.
There are still differences between the cars, though. At least design wise, but also when it comes to engineering. V8s is the most common, as found in the Cavini Zolfo, Elitas RC3, Aether Renarde, Angus Villeray, Durendal Canberra and Zephorus espion, but in this group we actually find three V12 engines (Lyksell Sleipnir, Tempo SS, KMA K650), and one inline six (Valens 816 Coupé). Power ranges from 252 hp in the Aether to 413 hp in the Zephorus, actually the strongest engine of them all in this test, despite not taking help from forced induction. Prices range from $30 000 (Aether) to $33 000 (Lyksell, KMA, Tempo).
As a drivers car the Cavini stands up reasonably well against the more modern competition. Sure, some cars will beat its 0.833 G cornering performance, but the car is doing what the driver wants it to do, with a 41.3 metre braking distance the brakes are just fine (vented front discs, solid rear, no ABS), shows no fading and seems to have a neat balance. The 5 speed manual works well and seems to have well chosen ratios. A 276 km/h top speed, 5.53 second 0-100 time, 3.36 seconds 80-120 and 13.98 second quartermile time are also better than average results. The competition in this class is tough, after all.
The Elitas has a similarly predictable behaviour, but at 0.877 G it is remarkably better at cornering. The 4 wheel vented disc brakes brings the car to a stop in a short 40.6 metres and shows no fading, but a tendency to lock up the rear wheels first, which can be a bit sketchy, considering that Elitas haven’t incorporated an anti locking system like some competitors have. A 274 km/h top speed and 5.32 seconds 0-100 is of course fast, but we especially like the fast passing acceleration, only 2.68 seconds 80 to 120. The quartermile is done in a fast 13.47 seconds. The 5 speed manual works well and gearing seems to be very well chosen for the car. Overall we rank the Elitas as a very good drivers car, if not without its flaws.
The Aether Renarde might look like a rocket, but does the performance stand up too, considering that it is the least powerful car in this group? We say yes. With a 283 km/h top speed it is actually among the faster, 5.91 seconds 0-100 is maybe not the most blazing number among the tested cars, but still reasonably fast, passing acceleration is quick and safe at 3.07 seconds, and the quartermile in 14.02 seconds, again, not the fastest there, but on the other hand nobody buys a car in this class to get a top fuel dragster. Its relatively low weight (1175 kg) might be one explanation for the good results, and the gear ratios in the 5 speed manual seems to be well chosen.
When it comes to handling the Aether might be a bit tail happy at slow speeds but overall it feels fairly neutral, and won’t give you negative surprises if going over the limit. 0.851 G cornering is about what you can expect from a car in this class nowadays. It stops in a reasonably short 41.4 metres, with no remarkable fading despite having solid discs up front, the brake balance is maybe a bit more tail biased than we would have wanted, but on the other hand there is ABS to compensate a bit. All in all, even if the Aether may not be “best” at anything, it feels like a solid choice as a drivers car.
The Angus Villeray is kind of the oddball here, using old fashioned technology, being built on a ladder frame and using a solid rear axle. Considering that, its handling does actually impress, it never surprises its driver, and with a 0.884 G cornering ability it manages to surpass many of the more modern competitors. But on the other hand, its size and bulk means that it still feels a bit boaty to wrestle around, and even if its brakes are decent when it comes to stopping performance (41.1 metres), they are a bit sketchy with a kind of tail biased balance (we feel like if a bit more bite up front would not have hurt) and we could notice a slight (very slight) amount of fading, though nothing dangerous and only when driven very hard.
A 270 km/h top speed, 5.59 seconds 0-100, 3.53 seconds 80-120 and 13.81 second quartermile time also means that the Angus has nothing to be ashamed of when it comes to speed. The 5 speed manual has sane gearing, but the fifth gear is a pure overdrive only for fuel saving purposes, it tops out already in fourth.
The Valens is another car that has a focus more on comfort than sport, with air suspension and a computer controlled 4 speed automatic. The later one might explain its somewhat slower 6.66 0-100 time compared to some of the competitors. It would also be a stretch to call 258 km/h a low top speed, but there are better competitors. 3.78 seconds 80-120 isn’t impressive anymore, but of course, once again “slow” would be a stretch. On the quartermile it is the slowest car in the test at 15.44 seconds.
With that said, when you get used to the air suspension layout it is not bad. 0.854 G cornering is a reasonably good value, and it feels secure. The brake balance feels right, and the stopping distance is a reasonably short 41.1 metres. Though, ABS is not available yet, and fading is noticeable when driven hard. Under normal circumstances it won’t happen. Overall, the Valens is not our choice for sporty driving, but it works well and feels secure overall.
The Lyksell surprises us with not feeling very sporty at all to drive, probably mostly due to its almost wallowy hydropneumatic suspension. The thing is, that is more of a feeling than it is the truth. At 0.949 G, only the Arnoc (that feels like driving around on a rock in comparison) beats it cornering wise. The brakes are nothing to complain about with a 41.5 metre stopping distance, reasonable balance, ABS and no noticeable fading. The 5 speed manual works well with well chosen ratios, and overall the performance is decent. 288 km/h is a high top speed, 5.66 seconds to 100, 3.01 seconds 80 to 120 and 13.93 seconds on the quartermile = nothing to complain about. But the Lyksell is nothing for the people that will easily get sea sick….
The Durendal feels secure on the road, and 0.875 Gs of cornering is nothing to be ashamed of. The 5 speed manual has a bit wide spacing for the “sporty” driver, though. The anti lock brakes are decent with a good balance and a short 40.3 metre stopping distance (among the better). The only gripe is that there is some fading during hard driving. Its top speed is high at 284 km/h, while a 5.53 second 0-100 time, 3.08 seconds 80-120 and a 13.89 second quartermile time are decent values.
Performance wise, the Zephorus is the bomb. Along with the Arnoc (that we have a hard time taking seriously) it is the only car in the test breaking the magical 300 barrier. 5.49 seconds 0-100 is decent acceleration, and 80-120 is done in a blazing 2.66 seconds while it manages 13.35 seconds on the quartermile. Wow.
The handling is up to the performance, feeling secure and being capable of a 0.878 G cornering performance. The brakes are decent, having an anti locking system and managing to stop in a decent 41.6 metres. However, some fading could be noticed at hard driving. The 5 speed manual gearbox works reasonably well.
Secure handling and a 0.858 G cornering performance is what you get from the Tempo. 43.2 metres of stopping distance falls a bit short compared to the best cars, though, even if the balance is good, there is no fading and ABS is standard. The spacing of the 5 speed manual gearbox is a bit wide for “sporty” driving, though. It is a reasonably quick car (as its name implies) with a 272 km/h top speed, 5.66 seconds 0-100, 3.06 seconds 80-120 and 13.97 second quartermile times.
0.887 Gs of cornering and a reasonably predictable behaviour makes the KMA a good handling car. It also stops in a short distance of 41 metres from 100 and we could not notice any fading, although there was no ABS and the brakes were a bit rear biased. The ratios of the 5 speed gearbox were reasonably well chosen, contributing to the decent performance values. 268 km/h top speed is maybe not impressive anymore in this class, but the 2.99 second 80-120 time is among the best values here. The quartermile is done in 13.85 seconds, 0-100 in 5.62.
Despite a bit firm suspension setting, the Cavini is a comfortable car. Power steering, a reasonably quiet and smooth engine, a well appointed interior with nice sound insulation and a state of the art cassette tape player as well as other luxuries all contributes.
The Elitas is way less comfort focused, with a more bare bones, sports oriented interior and no power steering. But despite not having all that much when it comes to sound insulation, the engine noise is not unbearable. It also has a good sound system, on level with the Cavini.
The Aether is by no means an uncomfortable car, maybe we would have expected more from a car with hydropneumatic suspension, it is a bit bouncy for that type. But the interior is well appointed (although we have seen higher interior quality in this class), there is power steering and the engine runs quiet, albeit a bit rougher than some other of the V8s.
Spare for the terrible Arnoc, the Angus is the least comfortable car in the test. A classic example of the dilemma of combining comfort and handling with a solid rear axle, and the stiff suspension setting does not help. The interior is more on the sporty side than focused on comfort, the brakes kind of stiff. At least there is power steering.
There’s no question about that the Valens with its air suspension has a heavenly comfort, the engine runs relatively smooth, as usual for an inline six, and the high quality sound insulation manages to muffle the roar from it just enough. Seating comfort is wonderful, and there is a decent sound system if you get tired of the song from the six cylinder. Power steering is standard.
However, a more comfortable car than the Lyksell is hard to find. As long as you don’t get seasick from the soft hydropneumatic suspension and its high roll angles, there is. The interior is hand crafted and top notch, price includes a top of the line cassette player, and power steering. The engine is both smooth and quiet. This is like riding on a cloud.
Comfort wise, the Durendal is rather good, without being excellent. It basically follows the same formula as many other cars in the class. A somewhat firm suspension setup, a very nicely appointed 2+2 seater interior, power steering, a luxurious sound system and a reasonably smooth running V8 where you can hear the roar from it just enough on the inside. We have seen the formula before but it works.
Comfort can’t have been a priority for Zephorus. The suspension is like bricks compared to most other cars, and the relatively low tyre profile does not aid much there. But at least the seating comfort (well, up front) is nice, it’s not overly loud and it has power steering. That does not do all that much in the end though. It is not that it is uncomfortable, it is just beaten by most cars in this test.
The Tempo suspension is also kind of hard, and despite the most of the weight being on the front wheels, it lacks power steering. The engine is also very loud. The handcrafted interior and V12 smoothness simply can not make up for this. It lacks harmony.
The KMA being one of the larger cars gives it a comfort advantage, despite a rather firm suspension setup, it is among the better cars. A smooth and quiet V12, luxurious interior and power assisted steering does of course help here, too.
A pushrod all iron V8 is hardly a technological marvel anymore in 1980, but if it works, it works! The Cavini V8 has enough low end grunt despite having its max torque rather high in the rev range, it runs decently smooth and has great throttle response.
Elitas has gone for a 2 valve SOHC layout in their 4.5 litre V8. Same thing here, it pulls nicely through the whole rev range, runs smooth, reasonably quiet and has a great throttle response. So, rather close to the Cavini in that matter, but getting 18 hp more from almost 500 cc less still shows what technology can do.
The 252 hp, 4 litre Aether V8 has a 2 valve DOHC layout and a flatplane crank. It is not as smooth as some other of the V8s, but runs reasonably quiet, has a fantastic throttle response and a decent power curve.
The Angus V8 is another pushrod unit, but this time with alloy heads. It puts out 283 hp from a 5 litre displacement and has the best low end grunt in the group. It is decently smooth and has an amazing throttle response. Older technology should maybe not be counted as dead just yet?
The Valens inline 6 uses very modern technology with DOHC and 4 valves per cylinder. It “only” has 257 hp despite that, however, due to being the smallest engine in the group. That power output is at 5300 RPM, but you can feel that the engine is starting to lose some breath at 4800 RPM. It runs smooth and has a decent throttle response, however.
A V12 is always a V12, in the case of the Lyksell it is a 5 litre, 304 hp unit, with modern 4 valve technology and dual overhead camshafts. It runs smooth like only a V12 can do, but one disappointment is the extremely sluggish throttle response. We would have expected better from a sports car.
The 4.4 litre V8 in the Durendal uses 4 valves per cylinder, but only one camshaft per bank. 273 hp at 5600 RPM does not make it the powerhouse above everyone else, and it has a noticeable exhaust note, so the bark is a bit more serious than the bite. But it runs smooth for being only a V8, has a decent throttle response and works well overall.
The powerhouse here is the Zephorus. 413 hp from its 5.3 litre 32 valve V8 with two camshafts per cylinder bank. Overall the engine feels like a combination between refinement and pure, raw brutality, in a very good way. It is by no means hard to handle, runs relatively smooth and has a decent throttle response, we liked it very much overall.
The V12 in the Tempo feels a bit race bred. It is loud, and it needs some revs to keep it up, but has a very good throttle response. It is obvious that the flywheel is as light as it is heavy in the Lyksell, very much polar opposites of engines despite both being V12s. 300 hp but only from 4 litres suggests a more “sporty” tuning, maybe a bit over the top.
There is not much bad to be said about the strongest of the V12s, the KMA. It is a well engineered engine through and through (320 hp, 5 litre 48 valve DOHC), smooth running, quiet, good throttle response, out of all the three V12 engines we would like to say that the best one is in the KMA.
At $31000, you will get very much car at a still rather decent price with the Cavini. What you won’t get, that most other cars have, is a limited slip differential. ABS isn’t all that common even in this class. Other than that, we can’t think about much that is missing, the safety equipment is so extensive that the Cavini might as well be the safest in its class, it has power steering, a very well appointed interior with all the gizmos you can think about, a top notch sound system, and alloy wheels. Maybe technology that does not impress on paper, but that actually is working very well.
The Elitas is a bit more expensive at $32000, and on paper it can seem that it gives you less, but more refined technology has its price. But it lacks power steering, the safety equipment is rather sparse. Alloy wheels are standard at least, so is a helical diff, and the interior will appeal to the more sports oriented driver that isn’t all that sold on the feeling of “riding on a cloud”.
The Aether has an aggressive pricing at $30000. Where have corners been cut? Honestly speaking, not in that many places. It only has steel wheels, while the other cars all have alloys, but that’s pretty much what’s missing. The low pricing mainly comes from simplifying things (without necessarily making them worse) and using tried and true technology that still stands up. Some people will probably appreciate its aluminium body for weight savings and rust reasons.
The Angus sells for $31400, but sure, the technology is more than just a bit outdated. Other than that it has most stuff you can ask for, though, like a clutch pack LSD, alloy wheels, a great sound system (but that only takes 8 tracks), power steering and a high level of safety equipment (somewhat eaten up by the ancient body on frame design).
We know that for many people, only getting six cylinders will be the main gripe with the Valens, selling for a $31600 price. But it has some interesting tech like air suspension, also a high level of safety equipment, a very luxurious interior with an equally great tape player, power steering, alloy wheels and a clutchpack diff. We would by no means call it a bad value.
For a Lyksell, you have to shell out $33000. What do you get then? Well, a V12 of course, that might be prestigious for many people. Hydropneumatic suspension, ABS, all the latest in safety equipment, a gorgeous handmade interior, an impressive high fidelity sound system, magnesium wheels and a helical diff. An expensive car, but the kitchen sink is the only thing not included in the price.
It is a bit more questionable what you get for the $32700 that buys a Durendal. For almost the same price as the Lyksell, you get a still impressive (but not hand crafted) interior, regular steel springs and “only” a single cam V8. Not that the Durendal by any means it is sparse in its equipment or engineering, but we can’t help comparing them.
$31200 for a Zephorus won’t give you a hand crafted interior or a V12 of course - instead it will give you lots of speed and the most powerful engine of them all. And, a still very nice luxurious interior, with a top notch sound system, power steering, ABS, a high level of safety equipment, alloy wheels and a helical diff. Not too bad of a value!
$33000 for the Tempo - it will also give you a V12, aluminium body and a hand made interior. But a little bit less refined chassis technology than some of the cars, and no power steering. All in all a questionable value. It feels like if it doesn’t know what it wants to be.
Like the other V12 cars, the KMA sells for $33000. It does not have a hand made interior, neither does it have ABS, but other than that, there are not many luxuries you feel are missing. The extensive safety package makes it one of the safer cars in the test, the interior is well appointed and has a decent sound system, it has a helical diff, magnesium wheels and power steering.
The Cavini feels like a car it would take an atomic bomb to take out - such a well built car is something we have almost never seen. At $1665 service costs are about as expected in this class, and 15.6 litres per 100 km might be a bit thirsty but still acceptable, we aren’t talking economy cars after all.
Even if not up to Cavini levels, the Elitas is also a very well built car. $1547.40 for service is not bloody and 15.2 litres per 100 km is, as we said, acceptable, but on the thirsty side. Just like the Cavini, a car we guess you can own without major headaches.
The Aether feels a little bit more tinny, a bit more fragile. Sure, we don’t think that it will be a bad car, but it will probably not be as trouble free to own as a Cavini or Elita. On the other hand, the weight savings has brought the fuel thirst down to a reasonable 11.5 litres per 100 km. Servicing about average at $1672.40.
Ancient technology will make the Angus more or less unbreakable. Fuel economy not as bad as you may think at 14.3 litres per 100 km, but servicing a little more than we would have expected at $1889.10.
We predict the Valens to be at an about average level of reliability. 11.3 litres per 100 km is actually a decent fuel economy, and $1599.40 not too bloody service costs.
The Lyksell is an extremely fragile and unreliable car - nothing that could realistically be used as a daily. 15.5 litres per 100 km is not a disaster for a V12 sports car, but $2632.0 for servicing is a clear sign that this is not a car for Mr. Average.
We predict the Durendal to be about average in reliability. 12.6 litres per 100 km is decently economical, $1499.50 for servicing rather good.
The Zephorus will also probably hold up decently well, but the power requires its share of fuel - 16.5 litres per 100 km, and servicing for $2033.90 is also a sign that it was built with other priorities than economy in mind.
Neither will the Tempo break down more than cars do in general, but at 17.9 litres per 100 km it will want its share of fuel. $1632.30 for servicing is not all that bloody though.
Neither do we expect any disastrous breakdowns for the KMA, and at 14.7 litres per 100 km it is the most economical V12 in the test. $1819.20 for servicing is maybe not a bargain, but reasonably good for what it is.
CONCLUSIONS AND FINAL VERDICTS:
Cavini - A car oozing of conservativity and class. The styling will be a thing that divides people’s opinions, but it is a solid overall package, for a competitive price, with safety and reliability that stands out from the crowd. It won’t attract everyone, but if you feel attracted, go ahead and try it.
Elitas - Futuristic design, a blast to drive, well built…the Elitas has many positive traits that makes it stand out. But the comfort is only mediocre and the price rather high. A car for the enthusiast, that on the other hand probably will feel rewarded.
Aether - Styling wise, the Aether is a jaw dropper, and it is a very interesting concept of a car, with emphasis put on saving weight, meaning that it does not need the most brutal engine in the world to be great fun. Some of the technology is simple (where it is good enough), other parts of it high tech, but it does it in a very balanced way. It is hard to not fall in love with the Aether, despite not being a fire-breathing behemoth, and the price is very competitive, making this one of our clear favourites.
Angus - Well, to put things straight, this is a glorified muscle car. With all its drawbacks like being a beast to drive in a not so positive way, ancient technology where comfort sacrifices has to be done for the sake of handling, and so on. On the other hand, it’s probably the least of a headache to own out of all the cars, again, mainly due to simple technology.
Valens - No, not the fastest or most impressive car, but an overall good package, selling at a competitive price, with contemporary and elegant styling. To put it this way, we don’t think that the Valens buyer will purchase a car to impress other people, but instead build up a friendship between the driver and the car. And that will be built on solid foundations.
Lyksell - More a piece of art than a car. Sure, the V12 and the nice appointments like the hand made interior, magnesium wheels and gorgeous styling will make the heart beat faster for any car enthusiast. On the other hand, remarkably uninspiring to drive, and economy as well as disastrous reliability doesn’t make this the most realistic choice for anyone but a pure enthusiast.
Durendal - A car not without its points. But it does not stand out as exceptional in any certain area (OK, the brakes - they have a good bite), and it is a bit expensive for what you get. It feels like a car that easily gets forgotten among even more competitive ones.
Zephorus - OK, if you want speed above everything, this is it (because face it, the Arnoc is not going to cut it). And for that speed, it is not overly expensive either. Just keep in mind that you have to make some sacrifices, though. Economy and comfort is, as so often otherwise, things that have had to go to give way to the pure power.
Tempo - A weirdly unbalanced car that doesn’t really know what it wants to be. An engine that belongs more on the race track than on the street, a hand made interior but still no power steering. The car feels like a compromise that isn’t really that good at anything - unfortunately we think that the buyers that want a car positioned like this are few and far between.
KMA - If you want a V12 this is the most realistic choice. 12 cylinders in a solid car that seems to be well thought out (unlike the Tempo), and that lacks any major flaws (unlike the terrible reliability of the Lyksell).
@Taffin_Blur & @Tsundere-kun , @Kyorg & @vero94773 , @Portalkat42 , @karhgath , @Texaslav & @pen15 , @GAlexZilla , @GassTiresandOil , @Riley , @arthur_mp , @abg7
Stay tuned for the final ranking!
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Great reviews! The Angus did exactly what it set out to be - a muscle car trying to stand up against modern GTs. Pretty happy (and surprised) how that turned out, I did not do too bad considering the handicap I had, even if I know 100% that this is not what Olivier is looking for as he probably values his back 
Hohoho, beautifully put! Absolutely loved reading it.
Ask for prestige and I present not just a prestigious car, but a car only the most prestigious people could afford (to run). For a yuppie it’s far from the logical choice, which is fine. The Lyksell is meant to lure the passionate and emotional(ly blinded) with deep pockets just to keep their beloved statement moving without a financial care in the world.
Owners often compare owning one to a marriage. You’ll have to make a commitment, with a high maintenance cost, barely working, yet utterly beautiful and a treat to see every morning before going to work.
(Though I do wonder why it has such high service costs.)
Yes, the Lyksell was a bit all over the scale, some stats were the best (like prestige) and some the worst, I will put a more elaborate description about the cars in the final ranking where I can go more OOC, so stay tuned.
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