Mitsubishi 3000GT/GTO Twin-Turbo
One of the most under-rated Japanese imports must be the Mitsubishi GTO (known in Australia as the 3000GT). Built as a 'supercar', the top-line GTO offers a twin-turbocharged 6G72 3.0-litre V6 capable of churning out 206kW at 6000 rpm and a stomping 417Nm at 2500. Serious figures for a 3-litre. If there's one thing that goes against the GT0, however, it's weight; most models tip the scales at around 1700kg.
Even so, endowed with the traction of Mitsubishi's constant viscous-coupled AWD, the big bruiser can launch to 100 km/h in less than 6 seconds (when equipped with the common 5-speed manual). A harder-to-find 6-speed manual and a 4-speed automatic version were also produced.
Unlike its nearest competition (namely, the Skyline GT-R and Supra twin-turbo), the GT0 has a relatively cushy ride. It still has the feeling of being 'sports tuned', but it's not set up to deliver maximum chassis response. This, combined with the characteristics of a viscous couple AWD system, means the car can be an understeerer. Certainly, flowing roads are the wind-her-up-an'-let-her-rip GTO's forte.
Rather than flaunt big add-on wings and spoilers, the GT0 earns its supercar appearance using low, relatively sleek lines on what is - you've gotta admit - a giant body. You might think that its exterior dimensions would dictate a spacious interior - guess again. The cabin is very claustrophobic, with uncomfortably close A and B pillars and a high dash line. The dash itself is also of questionable styling, even though it's crammed with such things as climate control and a whiz-bang stereo system.
Released during 1991, you can pick up a Mitsubishi GTO for not much more than around $30,000. Later models (with twin projector style headlights rather than pop-ups) fetch about 10k more. Regardless of the model, the GTO twin-turbo represents a great buy for someone wanting awesome acceleration and a 'different' appeal.
Nissan Bluebird SSS Limited ATTESA 4WD Turbo
The N13 Bluebird body displays dumpy styling resembling a little the Ford Taurus, but don't let this detract you from its very competent mechanical package and go-fast potential.
Using a full-time AWD version of Nissan's ATTESA system, the SR20DET-powered Bluebird can launch hard and keep accelerating similarly to, say, a WRX. Under the bonnet is a transverse SR turbo with a relatively small air-to-air intercooler helping produce 155kW and 274Nm at 4000. With good traction and power, these machines can get to 100 km/h in mid 6s (manual) or low-mid 7s (auto), and - as always with the SR20 - tractability and smoothness is exemplary. Note, however, most Bluebirds are equipped with 4-speed autos - a 5-speed manual version is rare and generally more expensive.
Needles to say, whether it's auto or not, this vehicle pales the officially imported KE24DE powered front-wheel-drive Bluebird SSS!
The imported Bluebird SSS rides like a slightly 'tightened up' version of an average family car, but the surefootedness of constant AWD makes it quite a fast and foolproof thing point-to-point. Poised on front MacPherson struts and rear struts and multi-links, the Bluebird does understeer when pushed; however, there has been aftermarket work done to improve its handling (a kit is available through Australia's Whiteline).
Indoors is where you'll find the Bluebird's advantage over many other SR20 turbo powered flyers. In a typical Nissan blend of grey shades, the cabin boasts comfortable seats (for five), power windows, climate control, central locking and power mirrors. Passenger space is perfectly adequate, with a notable abundance of headroom.
If you want a Q-car, then the SSS Bluebird is a definite hot pick; its 1380-odd kilograms can be made to accelerate quite swiftly, thanks very much. Just add an exhaust, intake, intercooler and a slight boost increase and you're talking perfectly tractable 13 second ETs; not bad for a vehicle you wouldn't usually look twice at.
A SSS all-paw turbo will set you back around $20,000 - often slightly less.
Nissan Skyline GT-R - R32 and R33
Here is a pair of cars that many people are intimately familiar with; the R32 and R33 Nissan Skyline GT-Rs. Two hundred and six kilowatts (plus, in reality, a bit more), 353-367Nm, electronic controlled AWD, full aero kit, double wishbone suspension at all four corners and big brakes.
If you want to go fast, these machines are it! Five second 0 - 100km/h sprints are there for those that dare to launch at the GT-R's full capacity.
The original twin-turbo GT-R - the late '80s-onward R32 - looks tougher than its Skyline GTS-t 'little brother' thanks to its pumped guards, aluminium bonnet (not that it looks any different), deep front spoiler and proper rear wing. If you can't pick the R32 GT-R as a racer you've gotta be looking the wrong way... Inside are body-hugging seats, a grippy wheel and a tacho with a 7500 redline. Rear interior room - as in the R32 GTS-t - is pretty minimal.
The R32 GT-R's successor was the R33 GT-R. Not as aggressively styled (despite being larger), the new model boasts slipperier aerodynamics and incorporated many of the cosmetic and mechanical changes that distinguished the R33 Skyline.
Let's take a quick look at one of the most focal pieces of the GT-R - its RB26DETT engine. Based on the RB-engine family (that also includes the RB20, RB30 and RB25), the GT-R uses twin ceramic turbine Garrett turbochargers, a large front-mount air-to-air intercooler, twin blow-off valves and six throttle bodies.The DOHC 24-valve head has good flow and the valvetrain well suited to high rpm excursions. It appears that the R33 (and probably R32's) boost pressure is clipped in the top-end of the rev-range to comply with the Japanese market 280ps (206kW) maximum power output. For the aftermarket tuner, however, it's easy to take up the reins. Bolt on a big exhaust, open up the air intake, whack in a pair of steel-wheel turbos and lift boost to around 15-18 psi and you're looking at a drop-dead easy 12-second vehicle.
Many of those people after every last minuscule bit of performance prefer the R32 GT-R over the later R33. It's a matter of weight, you see - 1480kg versus 1530kg. Either way, starting at around $45,00 for a decent R32, the GT-R is a vehicle can be made into a true weapon. Of course, it ain't bad in standard form either...
Mazda Familia GTX
With the Aussie new car market for AWD turbos now all but gone, many people are looking to Japanese imports to set themselves apart from 'the regulars' in the scene. From that perspective, the Mazda Familia GTX is a ripping bargain.
Based on basically the same driveline platform as the locally delivered KF/KH Ford TX3 Turbo, the Mazda Familia GTX uses a viscous centre coupling and an open centre diff front and rear. The 2450mm wheelbase is poised on MacPherson independent front struts, and a rear end comprising struts, transverse A-arms with trapezoidal twin-links. Like its TX3 cousin, the GTX is a pretty capable handler, offering exceptional stability for its size. Braking is via ventilated front discs and solid rears.
Weighing in at an average 1200kg, the GTX is well endowed with power and torque; 136kW at 6000 and 235Nm at 4500. Under the bonnet is the Mazda designed BP-series turbo, with DOHCs, 16-valves, an air-to-air intercooler, multipoint injection and - of course - a turbocharger. As an urban flier, the GTX offers an excellent combination of performance and fuel economy - 7.7 seconds 0-100 km/h and around 10 litres per 100km.
Inside is all the practicality that you'd expect from a hatchback. There's good use of space all round, though there isn't much rear seat space when the front seats are rolled back. Instrumentation is clear and the switchgear is positive.
Our first mods to the little Mazda flier would include a bigger exhaust, intake and intercooler. The relatively small IHI turbocharger can be set to boost to around 14 psi without problems, but after this we'd be looking at an upsized compressor and fuel system. Oh, and it wouldn't hurt to replace the standard 14-inch alloy rims with something a bit larger.
At around 13 grand, the Familia GTX is safe buying. You know it's got similar parts and performance to the local KF/KH TX3 Turbos - but it isn't quite so 'on every corner'...
Nissan 300ZX Twin Turbo
Sexy, sleek and see ya later! The twin-turbocharged Z32 300ZX is one of the most aggressive RWD sportscars you can buy. Enveloped in a beautifully flowing body, the 300ZX is undoubtedly a modern classic - who'd ever pick that this design was released in 1989?
With such a low, swept back poise, it makes sense that the ZX's cabin is traditionally sportscar - low and contoured. With two bodies available - the 2-seater and the longer 2 + 2 - there's seating for two adults, or two adults and two kids. The dash is cockpit-like, with sweeping contours and large control binnacles on both sides of the instrument panel. Light comes in through the roof via the standard glass Targa tops.
In terms of performance, the rear drive ZX TT is a rocket ship. Manual versions can sprint to 100 km/h in about 6 seconds flat, while the 4-speed autos take around one second longer This startling acceleration is no surprise given the hardware that resides under that low bonnet. It's Nissan's VG30DETT - a 3-litre V6 with quad cams, 24-valves, injection and twin Garrett turbos blowing through separate air-to-air intercoolers. Maximum outputs for this engine are 206kW at 6400 rpm and 388Nm at 3600 rpm. That equals or betters the 'officially correct' figures of the Skyline GT-R!
Handling is nice and sharp and - as you'd expect - all that torque can easily set the tail wagging if you get a little throttle-happy exiting a corner.
Just like the GT-R, the 300ZX also has great go-fast potential. Ditch the factory intercoolers for something better, install a 3-inch (or larger) exhaust, modify the intake and boost it to around 12 psi and you're talkin' a high 12/low 13-second ET car. Beyond this - like many other contemporary Nissan turbo vehicles - you'll need to replace the factory's ceramic turbine turbochargers.
With enough rubber under the rear, you can go bloody fast in a Zed TT. And it only costs around $24,000-30,000 to board your own.
Toyota Harrier/Lexus RX300
What the hell is the Harrier/RX300, you ask? Well, put simply, it's the best on/off-road 4WD we've ever been in. In the way that the Toyota/Lexus venture has given rise to luxurious LX and LS-series saloons, the RX300 boasts the same kind of build quality and appointments.
So what does the RX300 5-seater offer? Apart from generous space, there's power everything, a leather steering wheel (with buttons to enable auto gear changes), a Nakamichi audio system with a small sub under the front passenger's seat and a central colour LCD screen (used for twin trip meters, climate control, stereo, television and navigation). As mentioned, the build quality and the standard of materials are very high.
Seating is very comfortable, with the rear bench easily removed to give a massive 2.12 cubic metres of storage capacity. There's also a 12-volt socket in the cargo area, which would be very useful during those occasional weekends away.
Powering the RX300 is a Toyota-designed 3-litre V6 with quad cams, 24-valves, continuously variable intake valve timing and a variable induction system. It's a package that delivers some 164kW at 5800 rpm and 302Nm at 4400. It's a wonderfully responsive and flexible, and it gives the RX300 quite decent acceleration.
On a bitumen road, the RX300 offers exemplary ride quality, quietness and comfort; it's the perfect vehicle for the urban owner that doesn't want the huge trade-offs that are often associated with owning a 'full blown' 4WD. Depending on kilometres, you can buy a RX300 prestige 4WD for less than $70,000.
Toyota Celica ST185 Soft Top
Not everyone wants their Japanese imports to be turbocharged and producing as much power as possible - some people are chasing an import for simply 'unique' transport. And a great car for these people is the ST185 Toyota Celica soft top - an excellent all-round vehicle.
While not being any ball of fire, the 103kW 3S-GE 2-litre four is a flexible engine that makes cruising on a summer day a very pleasant experience. It's a practical combination of power, tractability and fuel economy. The ST185's interior is well trimmed and comfortable, equipped with a standard CD-changer, reach-adjustable steering, climate control, sports seats and electric windows front and rear (ie the side quarters). Opening and closing the soft top is a breeze - all you have to do is tend to the clamps on top of the windscreen rail and press a button on the centre console. Easy - nothing to blow your image.
Despite being a soft top, rear cargo space of the Celica is also quite reasonable. In true Toyota engineering fashion, the rear seat backrest can also be folded forward to provide ample cargo area (but only when the roof is up).
In short, a good, solid buy at around $22,000.
Happy car hunting.
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