The used car market is a strange one. If a car is mainstream fashionable, it'll always sell for way more than it's really worth. Cars like VL Turbos, WRXs, Swift GTis - they're all vehicles whose reputation proceeds them. And you inevitably pay a premium for their popularity. In the other direction, though, you can pick up some great buys if you think outside of the square.
Go for something a bit odd. A bit outlandish. A bit spooky even.
But - most of all - be sure you're getting good value.
In this series we'll cover widely available cars that - for one reason or another - have been dismissed by automotive society. Maybe they've just been forgotten about... In Part 1, we'll focus on the cheaper end of the spectrum - from $5,000-20,000.
But be warned - you're in for a weird mix!
5,000-10,000 Clams...
A Throbbin' 351ci V8 Ford XD
Despite its sharp lines and horse-cart style rear suspension, the 5.8 litre XD is very much an under-rated beastie. In standard form, the hugely torquey (and plenty spacious) '78-82 Ford can grunt its way to 100 km/h in the nines and down the quarter in mid/low 16 seconds (in the more common auto form). Note that a 4-speed manual gearbox was also an option in some XD 351s. And, of course, the potential for making immense power is tremendous. The 5.8 is backed by an aftermarket parts stream that most cars could only dream of. Edelbrock, Mallory, Holley, SVO - all the big go-fast manufacturers cater for the 351. So, if you want to crack a low number down the drag strip, it's likely someone will know of a package to suit your needs.
And the XD 351 can be made into a real tough bugger too. It's easy to upgrade the C4 3-speed automatic trans to a C6 or FMX, and there's the hallowed Ford 9-inch diff just a-waitin' to go under the bum. Yep, if you want to make a bulletproof hi-po XD, it ain't all that hard. Upgrading the body and interior is also a simple task. Just source some Fairmont (Ghia if possible) interior bits, add in factory power windows and update the body with some later model trim pieces (like XF mirrors etc). Oh, and some new exterior door handles may be needed as well...
On the downside, owning a 351 is always gonna be a costly exercise. Fuel consumption of less than 16 litres/100km is pretty typical - and it can be close to 28 litres/100km if you drive with a flat foot. But - hey - this is a beefy 5.8 litre V8!
Handling? Hmm, it's a pity the XD hasn't got the XE's coil spring rear end... Better off sticking to straight-line performance!
Hot Aussie Hero
If you want a local car that bears a little more resemblance to the current millennium, you might be interested in getting into a 3.8 litre V6 Commodore - with the rare 5-speed 'box. No, it's not a bent 8 - and it'll never sound like one - but it's interesting to note that a manually shifted six can easily run with an automatic 5.0... Its standard 8.3 second 0-100 is certainly nothing to sneeze at - and is as fast as an auto VL Turbo in fact.
Being a common-as-muck Commodore, there's a host of parts available to improve every aspect of the car. Bodykits, wheels, interior upgrades - they're everywhere. Berlina and Calais door trims and dash binnacles slot in, and Group A/HSV body accessories are also all compatible with the 6-pot VN. Plus it's never hard to pick up in the classifieds a cheap set of aftermarket alloys to suit! Lowered spring and shocker packages are widely available (eg through Pedders) and braking can also be improved with HSV or VT-sized 330mm discs.
In terms of pullin' more ponies, the 3.8 V6 responds well to an exhaust and modified intake. This might give an extra 20kW on top of the stock 125kW output - which should get the VN pushing high 7s to 100kays. Over and above this, you can get the standard ECU re-mapped in real time using Kalmaker software (or fit a Haltech E6-GM plug-in programmable computer), bolt on supercharger kits, and slot in aftermarket cams. The potential is massive. And, for some other clues, you can look at the back of a Formula Brabham for inspiration.
Oh, and the VN V6 manual is a top burnout machine too!
Sprinter - not Splinter!
Ahh, a good lookin' rear-wheel-drive Japanese coupe from the mid '80s - there ain't many of them to choose from (forget about the butt-ugly Gazelle!). Unfortunately, though, the trick li'l Sprinter was released in the days when Toyota was bringing in its "doggy" cars - so it's no surprise that the fast-runner has one major letdown. Its factory 1.6 litre 58kW engine...
Unquestionably, the Sprinter's under-bonnet needs a real doing over. There's no way you'd bother modifying the stock 1.6, coz there still wouldn't be enough power! The best alternative is to grab one of the Japanese-imported 1.6 litre 4A-G variants (which will slide almost straight in). You can get these motors with twin carbs, EFI, a supercharger - or even a 20 valve head. My ultimate pick is the DOHC 16 valve 4A-GZE, which pumps out up to 123kW even in stocky form (around 2.5 times the standard Sprinter's output!). Put this motor under the lid and it more than warrants the "Sprinter" name!
To me, the racey Sprinter has got the good looks to stay pretty much stock (except for a mandatory set of aftermarket rims, that is!). If you want to get a bit wild, I've also seen a couple of Sprinters decked out with a Sierra Cosworth style rear wing - and they look killer! Oh, and make sure you lower the sucker a bit too. Speaking of suspension, the Sprinter is a great performer point-to-point. It's combination of compact dimensions and rear-drive make for a very enjoyable - and quick - driving experience.
The Toyota Sprinter is a great car for the cash - just make sure you can afford to buy the car and put another engine in almost straight away!
F%$#ing Fuego!?
Eeek! What's this snail eater doin' here? Well, before you throw up and short-out your keyboard, please bear in mind that the Fuego GTX has been fiercely under-rated. Released in the early '80s, the stylish French coupe never proved to be much of a success - mainly thanks to its high pricing and tough Japanese competition. However, the Fuego did have a unique appearance going for (against!?) it. Even today, its glass rear hatch, side strip panelling and semi-concealed door handles are trademark features. Its overall shape has also aged a lot more gracefully than some other cars of that era.
In Australia, the only engine we saw in the Fuego GTX was a basic 80kW Weber-carbied 2-litre four, which accelerated the car to 100 km/h in around 11 seconds and down the quarter in mid-17s. It was nothing to go hyper over. However, the US market was lucky enough to get treated to a 1.6 litre carby'd turbocharged version. All 100kW of it. This made sure the 1100-odd kilogram car went all right - like low-to-mid 16 seconds over the quarter. And the rumour is, some of these turbo'd engines can still be bought second-hand from the 'Sates. Maybe you'd like to be driving something very different!? (BTW - Renault were very big on turbocharging back in the '80s - just take a look at their awesome 1.5-litre 1000hp F1 cars!) Handling in the funny Feugo is a little understeery, but this is easily neutralised with a slight throttle lift-off. Nothing drastic here.
Inside, the slippery Renault comes with cloth trim and a whole host of luxury options. It is no base-model pov pack. So, yeah, the Fuego is certainly an "out there" car - but don't under-rate its overall potential. At least it's different!
Camry V6 - Chicken Soup!
A Camry would have to be one of the most boring looking cars around. But the 1988 "VZV21" model V6 Camry - the first of the V6s - certainly isn't boring to drive!
The 1986-shape Camries usually come powered by a 3S-FE econobox engine, and - interestingly - Toyota Oz never gave the option for the more-powerful 3S-GE derivative (which came out in the Celica SX). Instead, they went ballistic and gave us the 3VZ-FE 2.5-litre quad-cam, 24 valve injected V6. Damn. What a shame, eh?! This sweet revving, ultra-quiet engine is an absolute jewel. Its available 117kW also gives the Camry 9.8 second 0-100 and 16.9 second quarter mile performance (in 5-speed manual form). And it does it oh so smoothly.
The "little" V6 Camry came only available as a top-line luxury model sedan, complete with power windows, air, central locking and a decent sound system. And that's all okay by me! From the outside, it is also distinguished by its lower front bumper chin, unique 15-inch alloy wheels and optional factory spoiler. It's a nice looking package - but it also isn't the sort of car you'd be loath to park somewhere at night.
Overall, the 2.5 V6 Camry is a very practical, luxurious, stealth-looking and fast-ish accelerating package. And it's a car that'll also retain its value very well (like most Toyotas). Oh, what a feeling... quad Camry!
Going Up a Level - 10,000-20,000 smackeroos...
Volvo 740 Turbo - Brick Power!
Okay, this one might not be the ultimate pick-up car, but - you've gotta admit - the Volvo has a character all of its own... Available in both sedan and wagon form, the 740 "turbo brick" is another good middle ground for anyone who needs both practicality and performance. But it's also a great car for the twisted individual who wants to "stand out"!
Released in '85, these interesting vehicles shine with a SOHC B230F 2.3 litre four running an air-to-air intercooled T03 Garrett turbocharger. Its power output is listed at 119kW (at 5300 rpm) and contemporary reviews commented that it was also a very flexible, high-torque engine. Straight-line performance varied substantially from 8.7 seconds 0-100 km/h (manual) to around 11 seconds (auto). The quarter mile time for these cars was 16.4 and 17.6 seconds respectively.
Not real quick - yet!
It certainly wouldn't be hard to get some more go from the blown Volv. Just bolt up a 3-inch exhaust, a high flow intake and fiddle the boost slightly and you'll be able to whip just about any WRX's arse. Well, not quite - but a manual example would certainly be running 0-100s in the 7s. And that's not half bad! Plus, you need not spare a thought about engine longevity. This very same engine design was used to win the 1986 Australian Touring Car Championship, so you can be confident of getting a fair measure of power without problems.
The 740 model is the very last of the front-engine'd/rear-wheel-drive Volvo turbos (they're all FWDs now). A MacPherson strut/trailing-arm suspension set-up is used, which gives these substantial 1350-1400kg vehicles very safe and predictable, albeit a bit unexciting handling characteristics. And that's just one reason why...
The Volvo 740 turbo is a very safe and very solid car.
And - please - don't drive one with a hat on (unless it's facing backwards!).
Corolla/Seeyka with Lots of Kilowatts
Bloody Toyota Corollas and Secas are everywhere. But there's one standout high-performance model that few people know about - the '89 released 100kW SX. It's strange though. Why does everyone rave on about the performance of the lame old 1986 86kW Corolla (you know, the ones with "TwinCam" splashed down the sides)? Don't they realise that every one of the next shape Corolla shares the very same engine?! Anyhow, if you genuinely want real performance, go the mighty SX 100kWer. This beast sprints from 0-100 kays in 9.5-9.8 seconds and can absolutely plaster any other atmo 2 litre from the same era. This is King Corolla!
So let's have a look at that hi-po 100,000 Watt engine. The SX's 4A-GE motor (identified by red writing on the valve cover) gets it's additional 14kW thanks mainly to an improved exhaust, revised inlet manifold, new cams and an increased compression ratio. Some traditional power coaxing techniques. It is a slightly peakier engine than the usual 86kW 4A-GE, though - meaning you do need to rev it a bit harder. But - as a guide - it's nowhere near as rev-hungry as the imported 20 valve 4A-E...
Modifying the 100kW engine for more power isn't so easy. An exhaust and intake will give improvements - but don't expect any more than about 10%. After this, you might as well look at fitting the same engine I recommended for the Sprinter - the supercharged 4A-GZE. This would make a simpler conversion too, since (unlike the Sprinter) the Corolla keeps the ZE's transverse layout. Still, it wouldn't be a cheap conversion. Going around corners fast in a SX Corolla or Seca is easy. The SX comes with up-rated suspension, a grippy steering wheel and supportive seats, which all make it an excellent package deal. However, it does display some of the characteristic FWD understeer - nothing terminal though. Stomp the brakes mid corner and you won't be worried about understeer, that's for sure!
The Corolla and Seca (like the V6 Camry) are an excellent blend of practicality, comfort and performance. And - by the way - anything over 10 grand will ensure you're getting an absolute top-notch SX.
Pug 205 GeeTee-i
Ahh, the cute little Pugie. Yep, the 205 GTi may be small and a bit lout-ish, but - God - it's got character and performance! Back in '84 (the horrible "Breakfast Club" era) the little Pug was the ultimate hot hatch. It paved the way for econobox hot-ups like the G11 Daihatsu Charade turbo (which also came with a very loud red fabric interior!). However, a high price tag mutilated the 205's chances of immediate sales success in Australia. These early released 1984 models were initially powered by a fuel injected 1.6 litre SOHC engine - though they are now relatively rare to find.
Without a doubt, the best 205GTi to get is the later post-'87 model. This sucker packs a 1.9 litre SOHC injected mill (as found in the much larger Peugeot 405 and Citroen BX). "Torque" is the keyword in the late 205 GTi - it made around 150Nm at only 3000 rpm and went on to produce 75kW at 6000 revs. Put that much grunt in a 880kg car and you can see how the 205 GTi managed to blow the opposition away. It rustled effortlessly to 100 km/h in a mere 7.8-8.5 seconds! And that's without a turbo or second camshaft in sight! Braking was also improved in the late GTi with the move to four-wheel-discs, and they can be picked by their larger diameter 15-inch alloys (which were revised in 1991).
Noted as one of the all-time best handling FWDs, the little Pug has a wonderful chassis that's always "talking" to the driver. Its feedback, agility, precision are nothing short of brilliant, making this a true driver's car.
Interestingly, the Peugeot 205GTi continued to sell (slowly) right through until 1996. Today, though, the release of its sexy looking 206GTi successor has meant you can now get into a very late model used 205 for a ripper price. This is a good one to shop around for before you buy.
SS with IRS
Back in the early 90s, Holden urgently had to do something to update its basic Commodore chassis. Its high-tech imported competitors were simply making the Commode look like a bad-taste joke. At last - in 1992 - the answer came in the form of an all-new independent rear suspension (IRS). It was a "break-through" that was nearly as widely publicised as the release of the VN itself!
And it was with good reason...
For the first time, the big Holden now felt well tied down at its rear end, and it was nowhere near as fazed by mid-corner bumps as previously. The IRS's ride also improved considerably - however, I'm still not sure if its camber angles were optimal... The VP model also scores some other major suspension improvements over the VN. First of all, the front track was widened considerably and many of the suspension mounts were revised. SS also had higher-rate lowered suspension over the plain-Jane V6s. Highly effective ABS brakes were also standard fitment. Outward, the most noticeable body up-dates were the new headlights, grille and taillight trim panels. The SS pack further included a set of turbine styled 15 x 7 alloys, fog lights, pin-striping and badging. It's a tough look, but there's no mistaking it for a Commodore.
Under the bonnet of the 5.0 VP is very much the same as the VN. This means there's the same basic low-compression 304ci V8 running its Delco engine management system. The single throttle'd eight-banger produced a relatively low 165kW - however, there was the option for a HSV developed 180kW variant (which are now quite hard to track down). Performance for the (5-speed) 165kW 1377kg car was 7.6 seconds 0-100 and 15.6 over the quarter. Nothing Earth-shattering, but there's plenty of potential...
Like the other Aussie engines in the list, it's not hard to get the good gear to start the 304ci V8 pumpin'. You start off with an exhaust and intake (about 15% more power) and then you get into making a HSV killer. This can be done by stroking the engine with a 355 Harrop crank, fitting high compression pistons or by fitting the Group A twin-throttle body induction system. Oh, and centrifugal supercharging has become an affordable alternative too.
It just depends how mental you want to get...
Saaaaab 900 16V Turbo
Ahh, a classic turbocar this one. These Saabs - although they do look quite gumby today - used to run right up there with the leading edge of turbo tech. Following the first batch of turbocharged Saabs (the 99), the 900 turbo hit the streets in 1979. These early 900s ran a 2 litre SOHC non-intercooled, K-Jetronic injected motor, which gave it enough urge to head-bash even the "awesome" A9X Torana. And that was quite an incredible achievement for a 2 litre back in '79!
However - if you can stretch to afford one - the post-'83 model is certainly the Saab 900 to get. With an all-new DOHC 16 valve head, plus an air-to-air intercooler, the newer Saab kicked out up to 131kW. This major cylinder head re-vamp gave enough power to crack the car off to 100km/h in as quick as 8.6 seconds. That's seriously fast for a 1980s 2-litre FWD!
Not surprisingly, modifying a late Saab 900 is just like any other turbocar. A high flow exhaust, intake and improved intercooling all yield very good results. The limiting factor is usually rampant wheelspin from the FWD chassis. Be careful turning up the boost pressure, as these cars generally already run fairly high boost pressures. But - being built by Scania - it might not come as a surprise that Saab turbos are very strong and reliable. It isn't uncommon for owners to cover over 300,000km on the original engine! The gearbox in the turbo 16 valvers is also much stronger than those in the early 900s.
Saab 900 16 valve turbo - power, style and plenty of reliability. The only problem is, their retained values go down like a French Concorde!
In the next instalment of my freaky used cars, I'll get into some of the higher-priced more exotics. Twenty grand and over gets you a lot of weirdo!
