I could give you a 1997 Farox Cielo, about the same size as a 1995 Camry if that fits 
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May be interesting for a later issue, definitely, but this above is what I am requesting right now.
i have a small wagon kicking around, i will revamp it quickly and probably get it to you in 30 or so
Edit: the car is fairly large, 2.7m long but it costs $9600, is that OK @Knugcab ?
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A bit larger than I thought but on the other hand, large economy cars can be interesting as alternatives to small ones, like when the Lada (not a large car but still kind of the same concept) was fighting against the really small subcompacts on the market in the 80s… So, why not, go ahead.
I can give you a TSR Okanawa SUV if you want… But I’m busy at the moment. Will make the car later…
No sweat, I’ve been a part of a team that made one issue of an Automation magazine, and I know the amount of work that goes into it. We were 3 people and it still took a hell of a long time to make it look remotely good, and there’s still things I find could’ve been done better. In other words - making a magazine to a top level is a full time job.
Great! I will probably not start on the new issue in a while anyway.
I’ve changed my mind a little bit. Since I’m not sure that there is an original 911 or an original Mini of the automation universe, with extremely long production run, I’ve decided that I am satisfied with doing articles on older cars instead. So, I am looking for a more “normal” car, and a sports car, with release year 1967 or earlier (can be any year of the trim though as long as it’s not later than 1997), I guess that will be easier?
Also, still looking for a 1997 econobox. 
Updated with a presentation of some of the staff, I think that it makes the magazine a bit more…convincing, for being an imaginary one. Right or wrong I don’t know…
(Probably gotten all cars now for the next issue except the 1997 econobox, still looking)
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I got the right econobox yesterday, but it might be interesting for the future still, so I keep that one in mind.
If someday you want to review the true comfort, think about Cabart-Danneville, we’ll probably have something for you 
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If you do, let me know. There’s also a homologation version (ie. similar to Lancer vs Evolution / Impreza vs STi)
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Thinking about opening a kind of “web archive” here with what is supposed to be some old articles, sure, I might do some “reprints” in magazine format later on again but that’s massive work so it will probably not be done as often. I am going to need cars for that though. So, if you have a car that you are interested in having reviewed/written about, PM me and I’ll tell you if I am interested. Though, I want some realistic backstory about the car if it’s not in your lore thread, so no spamming with 5 minute slopped together cars. Any year will do, but maybe with a focus on 1948 (when the magazine opened) to around 2010-15 or so (articles that are getting old enough to get a reprint).
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REPRINT FROM ISSUE #2 1985
“CLASSIC CARS ON A BUDGET”, PART 1
RUSSIAN ROULETTE?
Is a PAZ 200 a viable alternative to a Mercedes 300SL or Bugatti Atlantic? Maybe not, but if your expectations are somewhat lower, you should probably keep reading this.
We’re sure that you have heard lately about classic car auctions where the bids on the nice examples of the legendary cars from days gone by have skyrocketed. That you have to empty your wallet to buy even the more common everyday favourites from the 40s and 50s today. That it’s time to buy the more sought after 60s cars NOW, before they are the next thing to rise.
So, should classic cars be a hobby just for the rich? At Trafikjournalen we don’t think so, classic cars are fun and everybody deserves to be able to afford one. So in an article series we are going to take a look at some of the more affordable alternatives, and first out is the PAZ 200 from the Soviet union.
Yes, we know, you use to laugh at cars from behind the iron curtain, and maybe you’re right. In hindsight, they have often failed to keep up with the competition, and ended up with having the price as their main sales argument. But was this always the case?
Looking at the chestnut brown 1952 PAZ 200 we have in front of us reveals a car that could as well have been a british or german car of the same vintage. Maybe even american too, if compact cars had been a thing over there back then. Beauty is in the eye of the beholder, but to be fair, the PAZ ain’t going to win any beauty contests, but nor will its competitors. But it looks contemporary for 1952, and even if that is irrelevant for a vintage car buyer, it shows that PAZ weren’t that far behind western cars as one might think. You won’t find perfect panel gaps and the rust protection left much to be desired, but honestly speaking, that was pretty much standard for anything in its price class in 1952.
Under the bonnet, there is also something of a surprise. You won’t find chrome or glossy paint on the little powerplant, but there is more to it than meets the eye. Having overhead valves in 1952 was not bad when many engines still were flatheads, what’s more surprising is that it is also a bit oversquare which was odd for the era. One might think that would make the engine a rev happy unit, but that’s really not the case, the feeling is as agricultural as the myth says about Soviet engines, but once again, what to expect from a 33 year old car? Exactly as I remember from my youth (yes, I have owned almost any car brand by now, spare for the most exotic ones, and PAZ is no exception), the exhaust note is a bit annoying at 3000 RPM and for some reason gets easier on your ears when you are reaching 4000. Appearantly, there was nothing wrong with the engine in the PAZ I owned for some months in 1972 then, probably all of them are like this. 4000 RPM is also where this engine is reaching its peak, 61 hp, sort of a low power output for a 2 litre OHV even in the 50s, but probably the compression that is made for the regular fuel of the era that was almost like kerosene is to blame here, combined with a very tame camshaft. And nobody bought a PAZ because they were in a hurry either.
The transmission is a quite standard “three on the tree” for it’s era, with synchromesh on the two higher gears, could have been from almost any car from the era. The gearing is actually not annoyingly short either, which many cars had back then. But of course, we are spoiled with smoother and quieter stuff today.
Brakes in 1952 meant drums, and the PAZ brakes was adequate for the era, the speed and the roads the car was made for. In the hectical traffic of today they mean you have to plan your stops. But unlike many drum brakes, they pull straight and the fading problems are almost nonexistant.
The interior is the next pleasant surprise. Being used to soviet cars that is falling apart from the factory, the interior of the 200 seems impossible to break. In this 33 year old example, the springs in the seats hardly feel worn and you have to look before you find some tearing of the coarse, thick fabric upholstery. It is not the most spartan one either since it features a heater, a cigar lighter, dual sunvisors and a clock. But the beautiful “wood” on the dashboard and steering wheel is of course just woodgrain paint. Seatbelts was largely unheard of in its era, especially behind the curtain, but we notice that the interior is at least not featuring any unnecessarily sharp edges or produding knobs. There was no radio included in the price though, however, 50s russian radio meant AM band anyway, so it’s no big deal, you would have to mount an aftermarket unit anyway. What’s striking too is that it feels surprisingly roomy too, you get the impression that you are driving a bigger car than you are, even the luggage compartment are fair, even though one could imagine someting else with it’s short, stubby tail like a manx cat.
Driving one, however, is a trip back to the 50s. Wallowy suspension, heavy steering and squeaking tyres. It’s actually capable of doing 146 km/h, and due to the third gear being an overdrive, it is not revving like crazy at highway speeds either. But you will prefer to take it easy. High speed stability was not a priority when this car was built.
So what’s the verdict then? Mediocre. It’s about as mediocre 1952 as a car can get. But the fact is that you could say that about most of the competitors from western europe back then too. Getting a “better” car from the era means you have to aim for sports/luxury cars that comes with a quite hefty price tag in comparision. The 200 shows that PAZ once upon a time, despite the rumours, actually was on par with western cars. But with another price tag back then, and another price tag still.
People old enough to remember the 50s will start telling you the infamous PAZ jokes at the sight of this bobtail. Younger people, however, will ask you why your Volvo PV544 has four doors.
Anders Mannberg, owner of this 1952 PAZ, what made you go for this odd choice of a classic car?
- I realized that the market had gone overboard, and that you now have to pay completely unjustified price tags for even bread and butter 50s cars. A PAZ is still bread and butter, but for bread and butter price. It’s hard to beat the amount of car you get for your money.
But do you feel that it is accepted among the classic car crowd?
(Laughing!), well, there still is a lot of snobbery going on, east european cars aren’t worth scrap value, and so on. But I say dare to be different, and I feel that there is a change going on. While older people just sneeze at it, younger people think that it is cool and wonder what it is.
But aren’t Soviet build quality horrible? Are they reliable?
- I would say that the build quality is on par with other cheap cars from the era, some parts is better, some is worse, but all in all about average. Of course it requires constant maintenance and frequent repairs though, but then again, it’s an old car, over 30 years of wear on something that was about average to start with takes its toll. Even though they say “they don’t build them like they used to”, cars in general required much more maintenance back then.
So can you get parts then?
- That’s the big drawback. Not without contacts in Soviet. In Sweden parts support have been nonexistant for over 10 years. Sometimes you can modify parts from western cars to make them fit, it’s quite simple technology after all. Junkyards have absolutely nothing, but Norway and Finland are the sources to use when looking for used parts, Soviet cars were much more common there back in the days so you still can find some parts there.
What’s to look out for then when buying a PAZ 200?
- Buy the most complete car you can find. The unexisting parts support means that you are only fooling yourself if you buy an example with lots of parts missing to save money. And don’t fear some rust, they do like to rot but since they are body on frame, the rust is most often only cosmetic, and in the true 50s fashion, most panels are bolted on anyway.
So, would you recommend a PAZ 200 to a buyer looking for a cheap entry into the vintage car world?
- It depends. You have to be dedicated. If you feel that a PAZ 200 is not what you really want, buy something else, because ownership can be harsh sometimes, again due to the troubles with finding spare parts, and that it more or less needs constant fiddling with something. If a PAZ 200 can’t fulfill your expectations, that is going to drive you crazy sooner or later. But if you aren’t afraid of a little challenge, likes oddball stuff and can stand the salty comments you are going to get, then why not?
What happened to my own PAZ 200 then? After being hit from behind by a dump truck, the insurance company paid me money that wouldn’t have bought a danish and a cup of coffee, they weren’t worth more back then. I sold the somewhat crumpled up pea green behemoth to someone that was going to cut it up to an EPA-tractor. So maybe it is rolling around somewhere in Sweden right now, with a speed of 30 km/h and a triangle in the back. Or maybe it ended up half finished and went to the junkyard. Seeing one again gave me some pleasant memories back, and I sure can recommend you to try one if you are curious.
But out of all the cars I have owned, I don’t think that the PAZ is getting even close to being the one I regret the most that I sold…
Thanks to @Mad_Cat for the car!
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That PAZ 200 could well have sold in surprisingly large numbers in the West - until Soviet involvement in the Cuban missile crisis made buyers much more wary of its communist origins and the official import channels slammed shut, in some countries for good.
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REPRINT FROM ISSUE #8 1975
REVIEW OF THE BOGLIQ BAZOOKA 5.0 DELUXE
BLUE VELVET
The shape might look futuristic, but the car feels outdated even as new.
With the struggles of the oil crisis not far behind us, the question is, who needs a car that uses a 5 litre V8 to transport a driver and (realistically) one passenger? The answer is easy, nobody needs it, and if you are asking yourself that question, you can browse a couple of pages to read our test of car wax instead, because you probably won’t buy a Bogliq Bazooka anyway. If you are still interested, you should probably keep on reading the review, because chances are that cars like this is a dying breed and that it might be one of the last of its kind.
The automobile industry in the United states are in big trouble at the moment. The new subcompact cars are also sub-par compared to what Asia is chunking out, which is hurting sales badly. The large land barges of the past still exists, but no “broughamizing” in the world can hide that the technology is getting ancient and that the gas mileage is completely horrible considering the rising fuel prices. Not to mention the muscle cars. 5 years ago, they were basically raw, brute force on wheels. But the last years, safety regulations made them heavier, emission laws and low-octane unleaded gasoline choked the power, and insurance premiums made them impossible to own for most of its intended buyers.
The real muscle car might be a thing of the past very soon, and we will have to see how long the Bogliq Bazooka can thrive in such an unforgiving world before it gets axed. It is quite a bold move to release a new car like this at the moment. Though, development costs were probably low, because it’s old, tried-and-true technology that is being reused. And nothing wrong with that in itself, why should one touch something that does work? That means rear wheel drive with a coil sprung solid axle in the rear and a strut suspension up front. The body is unitized as usual for a car in this class even in America, and what’s good is that some of the panels are galvanized so it probably will stay fresh longer than many of its competitors.
As mentioned earlier, under the hood we find a 5 litre V8, with a modest output of 169 hp. It’s easy to think that the unleaded gasoline and emissions control is to blame here, but the fact is that the engine in this export model has been unchanged for 12 years now. The cylinder heads still needs leaded gasoline (which is all that’s sold in Sweden so it really doesn’t make a difference here), and it’s a shame that it is optimized for regular fuel then, because premium could probably help up the fuel economy without any loss in power. Unusual for an american car nowadays, it is mated to a manual transmission. In the american brochures, Bogliq are stating that it gives the car a “sporty european flair”. For obvious reasons, they have omitted that in the Swedish brochure, but being a sports car the choice of transmission seems sane. Be careful to not fry the clutch though!
DRIVING CHARACTERISTICS:
Don’t expect sports car like dynamics from the european school. The Bogliq probably won’t give you any dangerous surprises if you don’t drive it like a maniac (which we don’t recommend in any car), but is kind of bland. At low speeds the torquey engine makes it easy to push out the tail, but it’s easy to control. Raise the speed and the same, heavy engine up front is instead giving you a plowing front end. The cornering abilities are adequate, nothing more. The brakes are also adequate, pulling straight and with no serious fading problems, far from the underpowered brakes on american cars from the past, but they are lacking the bite and feeling one would like in a car like this. Drum brakes in the rear aren’t really the latest in technology, but it seems like they work well enough on this car.
Now, scandinavian winter driving might be a different kind of story in a front heavy RWD car like this, with a torquey engine and open differential. We didn’t have the chance to test it in snowy conditions but we don’t expect much. The amount of wheelspin was annoying already on asphalt, not to mention on gravel.
What we do like is the power steering. It is necessary in a car this front heavy, and it is far from as vague as it is in some cars, instead it offers a good feedback and feeling of the road.
VERDICT: **
PERFORMANCE:
The muscle car may be, if not dead, so at least having breathing problems. This is far from the beasts that were roaming on the streets five years ago, but it would be harsh to call the Bogliq a slow car. 0-100 km/h in 9.06 seconds and a top speed of 223 km/h is by good margins faster than most regular family cars. The quarter mile is done in 16.86 seconds which feels about normal for the class, so don’t be fooled by the fact that 169 hp sounds bland for a V8. The tragic thing is maybe only that many competitors are chunking out the same power from smaller 6 cylinders today.
VERDICT: ****
COMFORT:
We praised the light steering earlier on, and despite being a 60 degree, the V8 is silk smooth and running quiet, only giving a slight growl when you tap the pedal, which in a sports car feels like a natural thing. Also, the crushed velour upholstery in our test car was nice to sit on, and we appreciate that they could resist the urge to cheapen out with vinyl like some manufacturers do today. The front seats aren’t as supportive as in the best cars on the market, but they do their work. But that’s about it. One could expect that with the bland driving dynamics, this car would be oriented towards comfort, but the fact is that the suspension gives a harsh ride and the brakes are heavy. The rear seats are completely worthless for anything but really short trips, but on the other hand, that’s more or less standard for a sports car.
VERDICT: **
ROOMINESS:
Being built on a 264 cm wheelbase, it’s larger than many of its competitors, and it shows on the inside too. In the front seats you can stretch out, but the rear seat is cramped, to say the least. It’s not intended to be a 4 seater according to Bogliq, but a 2+2 and with that said, it’s about what one could expect. What shines, though, is the luggage compartment, it is almost like a little station wagon in there, the rear hatch makes it practical to load and the payload is extremely high for a car without practical ambitions.
VERDICT: ***
The rear hatch and roomy luggage compartment is a practical detail that you won’t find on all sports cars.
EQUIPMENT
A button fest like many american cars. You get things like tinted electric windows, a comfortable velvet upholstery (as we said earlier), remote mirrors, carpeting on the floor and a good flow-through ventilation which can be sat on recirculation when driving in crowded traffic. The chunky little steering wheel is leather wrapped, most of the interior panels are colour matched, the faux wood on the dashboard looks elegant, if not fully convincing, and there is a clock and tachometer. No full instrumentation with things like voltmeter or oil pressure gauge like in some of the competitors though. The 8 track player (which in Europe are losing market to the compact cassette nowadays) has twin speakers and a decent sound, but is easy to use at the same time. In this area, you really can’t blame Bogliq for not trying.
VERDICT: ****
ENGINE AND DRIVETRAIN
The V8 is ancient nowadays with its roots in 1963, but it has a nice pull from the bottom end, if not the most responsive throttle. But such a low power output from that massive iron lump is a true disappointment that is showing its age, and the lack of effiency makes it hard to justify. On the other hand, we know that many people likes the Bogliq V8 for different reasons, and for them, it’s a selling point that the engine is still alive and kicking.
The 4 speed gearbox has a distinct and nice feeling, and the gearing seems fine, albeit a bit comfort oriented for a sports car. But it will always give somewhat of a truck like feeling when mated to such a powerful engine, and learning to use the clutch takes some time getting used to, it’s easy to either slip the clutch or do a jerky start, and the cars tendency to spin the wheels doesn’t make it any easier. An automatic locker could maybe have improved things, but since that comes at the price of more unpredictable handling, we don’t blame the decision to leave it out either.
VERDICT: **
QUALITY:
When it comes to fit and finish, the Bogliq is mediocre and doesn’t shine in any kind of way. What we do like is however the galvanized body panels that should keep the rust away for many years to come. More worrying is that historically speaking, Bogliqs aren’t showing the best reliability records, and nothing shows that this Bazooka should be an exception. With such simple, tried and true technology, making a reliable car should be easy but for some reason, we keep getting reports of Bogliq breakdowns. The fact that quality control have been on a decline in the american automobile industry for years doesn’t make things any less alarming, and only the above-average rust protection is what saves the rating to be a complete flop here.
VERDICT: **
ECONOMY:
Considering that you get a large V8 and a great level of standard equipment, the purchase price of the Bogliq makes it kind of a bargain seen from that standpoint. But it comes at the price of bad fuel economy, low resale value, and a possibility of expensive repairs due to the lackluster reliability. On the positive side, the simple construction makes the service costs low, only a little bit overshadowed by the strange decision to use 400 mm (16 inch) tyres that are only available from some french premium brands at a high cost. Fact is though, a car like this can never be justified from an economical standpoint.
VERDICT: *
SAFETY:
American requirements today are stricter than european, and the Bogliq of course does fulfill or exceed all of them. Things like inertia reel seatbelts and a collapsible steering column are considered minimum today, but the Bogliq also goes a step further with things like steel reinforcements in the doors, energy absorbing bumpers (plastic, so they are even pedestrian friendly), high back bucket seats up front and a (very annoying) seatbelt buzzer. It might be a bit surprising to only find lap belts in the rear then, but being a 2+2 it makes sense. But there is actually some things that makes us a bit conservative with the rating.
First, don’t think that this is by any means a yank tank that will crush everything in its way. It’s about the same size as Volvo’s new 240 and actually a bit lighter. Considering how much weight that goes into the engine it might be fair to say that it is easy to believe that the Bogliq bodyshell are a bit flimsier in comparision. Also, we would normally applaud that Bogliq Sweden are including a fire extinguisher at no extra cost. But in this case, it seems to be only to take some attention away from the alarming amounts of investigations going on in the USA about Bogliq fires at the moment. In his book “Why all velocities are dangerous” that came out almost 10 years ago, Rolf Nasser wrote a whole chapter about Bogliq fires and there have been numerous cases going on since then. Maybe the truth is sometimes questionable since nobody has been able to prove that Bogliqs are more prone to catching fire than other brands, but it still might be something to consider thinking about.
VERDICT: ***
FINAL VERDICT: 23/45
Nobody would even consider buying a Bogliq Bazooka if brains were the only part that went into a car purchase. Not only are there better cars available on the market, there is lots of better purchases to do even in its class. But one has to keep in mind that the Bazooka is a pure niche car and also should be treated as one. The buyer of a Bazooka has probably already decided that he wanted one and won’t let test ratings change his mind. And why should he? Yes, it is thirsty, has questionable reliability, crude comfort and offers a bland driving experience. On the other hand, for a sane purchase price, you get many buttons to play with, a nicely burbling V8 that still is offering decent performance and a car that is standing out from the crowd. The futuristic looking bright blue coupé drew a lot of attention during our test drives. People were stopping to ask questions all the time.
And since the V8 muscle car is probably a dying breed, this might be one of your last chances to get one. Maybe the last chance. Because the future of the Bazooka in Sweden is unclear. Next year we will get stricter emissions laws. It is doubtful if Bogliqs old 1963 V8 will cope with them. In the USA, Bogliq offers a new range of engines with catalytic converters. It’s a very effective system but unfortunately it can’t be used with our leaded gasoline. Bogliq Sweden have already said that there will be no 1976 Bazookas imported, instead they will order a huge stock of 1975 models at the end of the year to hopefully fulfill all the 1976 needs. It’s too early to say if there will be a solution for 1977 so if you want a Bazooka despite all its shortcomings, we would recommend getting one now.
But most of us will probably question what the reason behind that should be?
Thanks to @HighOctaneLove for the car!
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REPRINT FROM ISSUE # 11 1978
REVIEW OF THE JESA BIANCHI NUOVA 300 TC2000
UN TULIPANO GIALLO?
It sure looks fast, but this test also reveals that there is more to it than just war paint.
The road has not exactly been paved with success for the dutch manufacturer JESA. Especially not in Sweden were sales have been struggling for years, you find the brand as some kind of oddball, ending up somewhere deep down in the sales stats. Almost 20 years ago, italian investigators saved the company and one of the first cars that was completely italian in its engineering was the JESA Bianchi Nuova 300 that came out almost four years ago. However, since this car had a facelift some months ago, and since there is an interesting sports model in the lineup, the TC2000, we thought that it could be a great idea to take a closer look at it once again. Especially since the early examples weren’t without its flaws.
DRIVING CHARACTERISTICS:
In a world where front wheel drive is gaining its dominance in small cars, JESA is sticking to a very tried and true concept with rear wheel drive, a solid rear axle and a McPherson strut suspension up front. It might sound simple, but it works. Mainly thanks to the 4-link rear suspension with coil springs that is doing a much better job at holding the rear axle in place than the simple leaf springs still found on some cars in its class. Fact is, that the handling is so good that it is hard to provoke this car to an uncontrollable skid. It feels a bit tail happy for a beginner, but it is easy to keep track once you have learned the cars behaviour. At slow speed maneuvres, however, the steering is a bit heavy for the small car, probably the small sports steering wheel combined with the wide and sticky rubber and a somewhat (but not annoyingly) front heavy bias is part of that, but once on the road, the feedback and feeling in the steering wheel is amazing.
The next impressive thing is the brakes. The TC2000 features four wheel disc brakes, the front ones vented, and on the light car they provide a bite that is hard to match. Fact is that they aren’t annoyingly heavy either, features no dangerous levels of premature lockup and seems to be completely insensitive to fading. Probably among the best in its class.
We are somewhat reserved when it comes to winter driving though. The car shows some tendencies to spin its wheels already in dry weather, and a light and powerful RWD car with no kind of locking differential might not always have the best traction in those conditions.
However, on the dry pavement and gravel roads we had the possibilities to test the car, it was simply amazing.
VERDICT: *****
PERFORMANCE:
113 hp may not sound extreme, but weighing below a tonne, it makes a sprinter out of the little TC2000. 0-100 is done in 8.47 seconds and the quartermile in 16.39, and in a car this small, that feels fast. By using a large 2 litre engine instead of stressing a smaller engine to the same power, it has a nice torque band so overtaking other vehicles is done both safe and quick, and you don’t have to shift the 5 speed manual very often if you don’t want to. The top speed of 178 km/h might not be slow but is not extremely fast either. The theoretical top speed is higher so probably the square shape of the body is taking its toll there aerodynamically. On the other hand, it’s well above where you’re risking to lose your drivers license, so we would not really call it a drawback.
VERDICT: ****
COMFORT:
A small car set up for spirited driving ain’t really the best recipe for a comfortable chariot, but we’re surprised at how well the TC2000 is doing its job there. The suspension aren’t overly bouncy and firm, we would call it as good as a compromise gets if you don’t want to trade the amazing driving dynamics the TC2000 actually has. The sound insulation might be a bit sparse but the engine noise is never really annoying. That’s a good thing though, because the relatively low gearing makes the car happy to rev at highway speeds.
The seats doesn’t look like much for the world, but they are doing their job very well, for a cheap car they offer good support. The fabric/vinyl combination on the seats will give better comfort in hot or cold weather than the all vinyl seats found in many other small cars. JESA has also resisted the temptation to make this small car a 5-seater. The two back seat passengers rides in amazingly good comfort since the seat is a bit contoured. That also means that the middle is a totally uncomfortable hump where no sane person wants to sit. But honestly speaking, the middle seat rarely works for anything but short trips in a car like this.
But of course, this is not the kind of car that is biased against comfort and you have to do tradeoffs. Yet, for what it is, we are a bit impressed.
VERDICT: ***
ROOMINESS:
It’s a small car, with space consuming rear wheel drive, that usually means cramped on the inside too, and honestly speaking, yes it is. Now, this is not what you buy as a family car, but there is roomier competitors available in its class. The body is a traditional sedan type, with a quite small bootlid and a high sill which makes loading a bit impractical, and the luggage compartment is not impressive, but adequate. As we stated earlier, a fifth passenger is out of question. Now, we know that this is probably not anything that is interesting the typical TC2000 buyers, but the base model is not any roomier, so it might be good to know if you are considering any Nuova 300.
VERDICT: **
EQUIPMENT:
First of all, I was not the one that was responsible for that test, but I still want to apologize for when we first tested a series 1 in late 1974 that made the Swedish JESA importer withdraw all the advertising from Trafikjournalen for a couple of years. Calling the dashboard a “lethal disaster” that was “completely dangerous” was not our finest moment. Truth is though, the series 1 Nuova 300 had among the worst driver ergonomics on the market, with the dashboard looking like someone took a drill and a file and made holes for switches and gauges scattered everywhere, with tons of identical switches with no illumination at night and sometimes the need to operate two or three switches just to turn on one simple function. Probably the decision to place the choke knob between the speedometer and the tachometer was the worst of them all, who wants to fiddle with the non-illuminated choke knob somewhere behind the steering wheel a cold and dark winter morning, probably wearing gloves too, trying to do the best to prevent the engine from stalling?
Even though JESA said there was nothing wrong with the dashboard, it is completely revamped in the series 2, the instruments is grouped in front of the driver, there is now multifunctional switches with a completely logical arrangement. It could belong to almost any car, maybe it lacks a bit of personality, but if that means the kind of “personality” the series 1 dash offered, we will gladly do without that part.
The standard equipment is about normal. There is stuff like reclining front seats, carpeting on the floor, clock, tachometer, heated rear window, choke and handbrake warning lamps, lockable glove box and a stereo tape player included in the price. The seats has some nice and soft vinyl on the sides, with inserts in a both comfortable, good looking and durable houndstooth patterned cloth. The “sporty” steering wheel, however, is mostly for looks, the hard plastic rim doesn’t offer any better grip than the same hard plastic rim in the base model, it’s mostly only good at making the steering heavier with its smaller size. Also, a full set of instrumentation with for example voltmeter and oil pressure gauge is only available at extra cost, despite the sporty ambitions.
But all in all, the new dashboard raises the rating a fair bit, from being the only car ever to get a negative score, to an average one.
VERDICT: ***
ENGINE AND DRIVETRAIN:
The first impression of the engine can be kind of a disappointment, it does not feel very sporty. The power output is a bit conservative from a two litre twincam engine, and it’s redline at 6500 RPM might not sound like italian engineered temperament. But after a while, you will grow to like the smooth idle and the wide power band. Also, you get a feeling that this engine is built by people that know what they are doing. It feels refined and well thought out. A 5 speed gearbox is a nice touch and the spacing feels sane, the car is geared for good acceleration however, at the price of economy and interior noise. There is not necessarily something wrong with that in this type of car however. All in all, the driveline is quite a good match for a car like this.
VERDICT: ****
QUALITY:
The first look at the mustard yellow body did reveal lots of flaws. The paint was too thin in some areas while you could spot where it was almost running in some others. There is no rustproofing from the factory so we suggest you to do it quickly. Trim were crooked or already starting to fall off, that is not acceptable on a new car. It’s almost like if the outside and the inside was from two different cars, because while the outside seems to be slopped together, the interior quality is surprisingly good, kind of a Dr Jekyll and Mr Hyde car in that aspect. All materials on the inside are of high quality and there was no rattling from loose parts.
Rattly or not, the model has been on the market for some years now, and despite the simple technology, the reliability records does not look promising.
With the appearant flaws, we feel like we can’t raise the low quality rating we gave it already when we tested the series 1.
VERDICT: *
ECONOMY:
The purchase price is not dangerously high, and even if JESA have shown a varying second hand value through the years, we feel that the TC2000 will be somewhat sought after as an used car. But fuel and service costs are a completely different matter, for such a small car it’s really gulping fuel and the service is notoriously more expensive than for the base models. Prepare for a shock when you need new tyres, they are of a very low (65!) profile with a sticky special rubber compound. One positive thing though is that the TC2000 is using round headlights that is not only much cheaper to replace than the square units of the base models, they give a better light output too.
VERDICT: **
Many people said that they liked the looks of the round headlamps on the TC2000 better. That’s a matter of taste, but fact is that they are cheaper and gives better light output.
SAFETY:
A small car means short crumple zones and low weight. It’s only a fact that you will be more vulnerable in an accident, and the flimsy feeling of the bodyshell doesn’t do much to calm one down. However, it complies with all the crash tests required by law. The level of safety equipment is about what one could expect today. You get headrests up front, halogen headlamps, inertia reel seatbelts for all passengers, an energy absorbing steering column and the interior is free from hard edges or sharp surfaces. There is nothing that suggests that JESA has gone any further than the legal requirements though.
VERDICT: **
FINAL VERDICT: 26/45
For a buyer looking for a drivers machine, we probably can call the 2000TC a great purchase. The slight quirkiness of the Nuova 300 feels a bit out of place in the base models, but the 2000TC is clearly an enthusiast vehicle and aimed at a market where quirkiness is a selling point rather than scaring buyers away. Also, the flaws are easier to oversee in a car that has one major purpouse, to satisfy its driver, and does it so well.
Also, for the amateur classes in rally, we guess that this is going to be a smash hit. It really has winning potential.
But the Nuova 300 in general has its flaws as a daily driver and they do remain in the TC2000, that adds some more flaws to it in itself, so it’s really not the most sensible alternative as a daily driver. On the other hand, if you are a gearhead and only can afford one car, it’s absolutely a viable alternative.
Now, if it only could help boosting sales too, nobody would be happier than the Swedish JESA importer.
Thanks to @Mythrin for the car!
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The performance rating is supposed to be 4, not 2.
(I am not allowed to edit any more posts in a couple of hours if you wonder why I’m writing it here.)
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REPRINT FROM ISSUE # 19 1994
FIRST LOOK: SEIKATSU CAT4 200Q
MOUNTAIN LION OR DOMESTIC KITTEN?
At the first glance, one might think that Seikatsu’s new CAT4 is an offroader suited for rough terrain and hard work. Nothing could be more wrong though. Maybe the friendly rounded shape, moving away from the boxy offroad vehicles we’re used to see will make you suspicious. But it is under the bodyshell the big difference lies. Here, you won’t find some truck like ladder frame, instead it is built on a passenger car unibody platform, actually from the Esper. That also means a transversely mounted engine, and refined suspension with double wishbones both front and rear. And forget regular 4WD. The rage now is the so called “AWD”, no locking hubs, low ranges etc. to take care of. No need to engage or disengage it on dry or slippery roads - just drive it like a normal 2WD car. AWD is primarily for safer and more relaxed driving on bad roads, and somewhat better capacity to handle slippery conditions - not with offroading primarily in mind.
And there is nothing wrong with this. Market research shows that most offroaders are never used for the most rough conditions anyway. Some people just want better abilities to cope with rough roads and bad weather - but would prefer if they could get power to all four wheels and a little more ground clearance without having to sacrifice the nimbleness, comfort or economy from the passenger car, so this type of vehicle is something I am sure that many swedes are interesting in taking a closer look at.
At the first glance, the fit and finish seems good, the panel gaps are even and there is a sparkling shine from the purple metallic paintjob on our test car. The model they provided for us was the 200Q, with a 180 hp turbocharged engine and we are not sure that it is the sane choice in this case. This type of vehicle doesn’t need sports car performance, the turbo lag doesn’t make it any favour, not to mention the price premium. We guess that the 128 hp naturally aspirated engine that is also available will be the choice for most customers - and honestly speaking, it is good enough.
The interior is very nice when it comes to materials and finish, and features everything that we have learned to expect from more upmarket cars today, like electric windows and mirrors, a great sound system with CD player, air conditioning and much more. That, combined with a good tuning of the suspension system and decent sound insulation, contributes to the excellent comfort. This is really a car I would take for a long trip without any doubts. It is really very far from the often bouncy, crude and loud 4x4 vehicles on the market.
However, it is not without its compromises after all. Even if it is not as bad as a “real” offroader, it is obvious that the handling has gotten a bit compromised by the high ground clearance. It is predictable and easy to drive, but the cornering abilities are a bit on the tame side. The electric power steering is fingertip light but takes away some of the feeling of driving. Also, the brake performance is a bit weak (but ABS is standard, thanks for that!). To use an old saying, this might be the car you “rather ride in than drive”. But if the active safety is a bit lacking, the passive safety more than makes up for that. It has everything you can expect from a car today, like door beams, air bags, pretentioning seat belts, headrests on all places and much more. Seikatsu promises that it will pass the upcoming stricter crash test standards coming in 1998 with flying colours, and we don’t doubt it. However, don’t be tricked into believing that this is a tank that will crush everything in its way, it’s built on the platform from a regular family car, and except for the height, the measurements and weight are not far from that.
So, a vehicle for you? Yes, if you has to cope with rough conditions without the need to take the car off the road, if you prefer a comfortable and practical car over a sporty one, and has the money needed. In the financial crisis we are experiencing now, we guess that the tested model, the 180 hp turbo, will be quite expensive for most buyers when it reaches the Swedish market, considering the price of $32800 Seikatsu were talking about. Probably the sane decision will be to forget the 180 hp and go for the cheaper 128 hp model, it will save you some money and work well enough for this type of car. But we will wait with the final verdict on that when we get a possibility to do a more in depth review when the vehicle arrives on the Swedish market, probably at the beginning of 1995.
Thanks to @Tzuyu_main for the car!
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