PART 1: LIGHT READING
The first article that caught Magdaâs interest was in AutoTechnik, a magazine specializing in covering automotive innovation. It covers three brand-new car models with a particular drivetrain advancement.
AutoTechnik - Family Front-Drivers
In the past several years, manufacturers have been warming to the idea of routing power to the front, steered axle of an automobile. While it is slightly more mechanically complicated and requires tighter tolerances, it also provides tangible benefits to handling and control, allowing for safer moving from a stop and preventing sudden losses of rear-axle traction, that cause spin-outs. Even better, front-engined and front-drive cars can achieve the flattest floors in the industry, appeasing rear legroom and cargo space.
SUMAâs midsize family car, the M303, uses its unique automatic transmission to re-route power from its 1.35-liter engine back to the front wheels. It is the smallest vehicle to offer a full automatic in this sector, which is praiseworthy; moreover, so confident are SUMAâs engineers of their powerplant that they trust it to rev as far as friction will allow, with no recommended maximum revs. The transmission has been reported to not be quite as robust, and is one of several sources for the vehicleâs high servicing costs. On the plus side, the car does fit five relatively well-fed adults in something approaching comfort. In conclusion, itâs not at all a bad imitation of the American cars it very obviously strives to emulate, and the front-drive system plays to enhance its strengths.
(The SUMA is a good car, but just underoptimized from an engineering standpoint. In a more relaxed field, it might have at least reached the finals; as it stands, subpar reliability really brings it down.)
The Otari 105 Estate solves the front-drive problem more radically: The entire engine is rotated 90 degrees from a conventional position, leaving the transmission pre-aligned with the direction of the axle shafts. This saves space, but also makes this compact estate rather atrocious to work on; one would rather get drenched in the SUMAâs whale-sourced transmission fluid. An excessive price for the segment, the lack of a factory radio option currently on sale, and a poorly-tuned and geared (read: stiff, hungry, loud and torque-starved) engine all prevent us from recommending this particular car to anybody, but the transverse engine concept could definitely improve car design if properly applied in a different vehicle.
(If the SUMA is somewhat underoptimized, the Otari feels like an actual first draft. The front transverse through techpool was kind of an intentional cost trap, I admit, but this car really could have been better if, for example, the pushrod engine wasnât tuned for a 6000 RPM power peak.)
The Averly 110 family hatchback lacks the clever engine placement of the Otari or the automatic shifter of the SUMA, but it makes up for it by offering the best brake balance and steering feel in any mass market car out today. The engineers at Averly have clearly poured great effort into matching the drivetrain, the suspension, and the brakes - so the car is comfortable and effortless to drive while avoiding the pitfalls of offering technology that segment buyers would be unable to maintain - or tanking fuel economy. All this does come at a price tag similar to the Otari, however - and thatâs despite only offering a 3-cylinder engine.
(This oneâs very expensive but also very good; the most drivable thing in the whole competition, and making it a proper hatch was clever too.)
After reviewing some specifications in the magazineâs catalogue in the back, Magda decides to keep the Averly in mind and the Otari far our of mind. That hatch is the only car of this crop that doesnât scream âunproven techâ.
Where AutoTechnik is scientific yet still decently accessible, Silberpfeile - named after a concept in German racing lore - looks like itâs a headache waiting to happen by its very much not silver color scheme. Nevertheless, Magda figures that hot-headed enthusiasts could know something she very much doesnât.
Silberpfeile - Excitement on a Budget
What happens when the need for automotive excitement hits you⌠before any sort of wealth does? You go for one of these. Vehicles clearly developed by engineers with only enthusiast bones in their body, but for a wider, meaner crowd.
The Swanson 112B seems like an inauspicious start; in this review, itâs the slowest, and itâs made in Canada of all places. However, the manufacturer specializes in engine building - including for airplanes, and the suspension engineers insisted on an advanced yet robust independent system featuring semi-trailing arms in the rear. The car itself isnât even all that cheap at [AM$8470], but it seats 4 in decent comfort, handles very well, is reliable and robust, and the Swanson supply network practically gives away parts with their lower prices. AND you get a twin-choke carburetor.
(I really wanted this car to do well because aerospace stuff is cool - and for what itâs worth, itâs pretty far up in the ranking. Some more engine balancing and drivability optimization (less rear brake force? you could claw like 2, 3 drv from that alone) would have seen it in the finals, maybe even in the lead)
However, we all know that whereas the best sports cars overall are German, the best cheap ones are made over in England. The Knightwick k40, made in Birmingham, is the perfect little dart - featuring an open top with a detachable rag for rain, dominant cornering and braking performance, and almost 140 km/h of available speed. That being said, while it might be the most capable car for the price, itâs also a handful and a half to actually control, and - being British - isnât the most reliable.
(Looks cool, doesnât work. Looks and performance are the high points of the k40, but being neither cheap nor reliable, it develops a deficiency of core priorities it just canât overcome.)
The Hemsley Comet isnât as compliant as the Swanson and nor is it as brilliant as the Knightwick - but it is fast. The big-bore 2.2 engine might only spin to a bit over 4000 RPM, but it is still enough for around 58 horsepower and 130 Nm of torque, the latter figure over double that of the Knightwick. Itâs also cheapest of the three by some margin, and pretty big and spacious. Feels like a smaller version of a vulgar American car, but at the price? Itâll do.
(The Comet would have benefited greatly from some fine-tuning. 0 cam 2.2 engine? Really?)
Well, guess the boysâ favorite mag comes up short on cars that actually make sense. All three cars seem too poor on content and rich in flash for Magdaâs purposes.
Next was a dry and drab magazine with eyes only for utility. Consumer Advice⌠With an article on the absolute bottom of the barrel.
Consumer Advice DE - Cheapest New Cars
A devoted CA reader will not be surprised to see the Kamerad on this list. While technically still sold new, this model has been in production for over a decade now, kept alive by its rock-bottom price at [AM$5880]. It still offers decent amenities and is easy to control - that said, there isnât much to control, given the anemic brakes, nonexistent tire grip and middling acceleration. The sole sophisticated thing about the engine is the fuel-saving carburetor, but it does its job at the very least. Overall, the Kamerad remains the same: a car the doesnât die solely out of spite for you wanting it to. Unless you crash it, that is. Then youâre both done.
(This car was always going to go to the finals. That price is insane. And that was a good job getting a good drivability score while having some of the most scarily low grip limits Iâve seen out of a challenge submission.)
The second car on review is the Kessel Kaffee, which is brand-new. Itâs the cheapest properly-midsized family car, with room for four adults. The car exhibits a very âmeasure twice, cut onceâ approach: power is provided by a three-cylinder engine with equivalent displacement to the Mara and more power, and sent to the front. The car really doesnât put a foot wrong anywhere; though the larger body means more weight and thus less economy than the Mara, it trounces it in all other areas - and is still sold for [AM$6990]. Most importantly, it actually handles more or less.
(This is a great all-rounder. Sufficient power, drivability, reliability, comfort. Goes to the finals.)
The KHI 1325 Citi is just as cheap as the Kamerad and new for this year - but it mostly illustrates how at its exact bottom price point, the Mara is still viable. The 1325 only has 2 seats - which can be fine for some people, but obviously limits its appeal. Dynamically, itâs just as hapless as the Mara, being even slower, less economical and more expensive to repair. Crash integrity is much closer to modern vehicles, though, which is a plus. But it could have been a mainstream product - and it just isnât.
(Well, itâs a good attempt, for what itâs worth. Problem is, itâs overshadowed by the Mara in most areas, while exhibiting the exact same performance deficiencies.)
While Magda isnât thrilled at the prospect of buying a Red car, but the Mara does sound solid if even the objective mag thinks itâs too business-like. And then thereâs the Kessel, which - for once - appears to be an actual midsize product and not a povo-spec hand-me-down.
Last mag, last relevant article. The bloke-ish Fourth Gear is colorful but more tasteful and philosophical than the Silver Arrows mag, as evidenced by their nuanced take on automotive beauty.
Fourth Gear DE - Affordable Lookers
While mass production does occasionally force manufacturers into simpler shapes, all in all thereâs not much reason for a cheaper car to look ugly or bland. A well-designed interior can give such a car some much-needed character.
Unfortunately for the AĂŠrovol T1, character and looks do not âcovereth a multitude of sinsâ. This car isnât very cheap for its size and class, but it still manages to be unreliable, difficult to drive, expensive to maintain and unsafe at any speed. Yes, it is the prettiest compact on the market and the sliding top rag is nice, but is it worth having a worse car than a Mara for much more dosh? Probably not.
(Itâs an excellent-looking car; I legit gave it top marks; however, the engineering is so fourth-rate that it ended up stone dead last in the rankings. You got a 2-speed gearbox, you got a tiny wheelbase and body, you got nightmare svc for the segment and Iâm not even sure why.)
What character does do is enhance the appeal of a car thatâs already good. The Niccolò Stellina 1200 is absurdly nippy for the segment, with its stubby hatchback-like body (which it is not; itâs a 2-seater shooting brake) weighing nothing and its simple one-choke engine doing⌠enough. It accelerates faster than some small British sports cars, and is more reliable than any of them.
(Okay, this thingâs a damned meme, but itâs a good meme. Rear-drive tiny city sports hatch, looks like a mini but performs more like what that roadster should have done. Itâs going to the finals, and weâll see if it hangs.)
Character in design can also make a car thatâs good but boring be⌠a bit less boring. The IP Lily uses this technique very well: Itâs an all round good - if somewhat easy to rust - car, but the neat trim placement, hood ornament and tinted vinyl roof all work to elevate it from just boring and practical to something more⌠cute.
(The IP Lily is likewise worthy of the finals. Itâs entirely utilitarian and a bit too expensive at that, but low svc, good reliability and smooth if not blistering performance keep it in the game. And it is damned adorable!)
Magda is surprised at how useful the look at the enthusiast mag was. The writer of the article clearly emphasized with the fact that a car needed both appeal and value to be viable, and she got two extra options - the Niccolò and the IP - out of it.
Finalists:
@Petakabras
@AndiD
@GassTiresandOil
@GetWrekt01
@Knugcab
