Not so long ago it seemed imminent that - thanks to mounting environmental concerns - the axe was about to fall on performance cars; we were all about to step into electric powered eggs on wheels. Somehow, though, here we are three years into the 21st century tasting the fruits of one of the most exiting selection of new cars ever. In this personal opinion piece staffer Michael Knowling's spurts his views on some of the most popular performers in the sub-60k bracket...
Holden VY-Series LS1 Vehicles ($40,490 to $57,850)
Ahh, the mighty LS1-powered Holden. In one swoop the 5.7-litre LS1 V8 gave the hot selling SS Commodore over 20 percent more power, some handy extra revs to play with and - overall - made the car a much better thing. These days, the base LS1 kicks out 235kW and 465Nm and pushes the full size Commodore to 100 clicks in a scant 6-seconds flat. Oddly, though, the LS1 has never delivered the mountain shifting low-down torque I'd expect from a near 6-litre donk. Fuel consumption - as you'll have read elsewhere in AutoSpeed - is horrendous, even when you're pedalling lightly.
There's no question current VY-series Commodores are a long way away from the coarse, tail-out buckets of bolts from yesteryear. Thanks largely to the fitment of the extra toe control link, the Commodore rear-end is very well behaved - settled over yumps and beautifully progressive in under and oversteer. Stand on the throttle exiting a tight, low-speed corner and it manages to get its grunt down surprisingly well - on a dry road anyhow...
For me, however, the Commodore is too large for my needs and the fuel bill would be hard to swallow - especially after enjoying the efficiency of various turbomotors. Just imagine what'd happen, given current world affairs, if the price of fuel doubled. Eeek! Furthermore, I'd be concerned about the dreaded LS1 oil consumption problem - my neighbour owns a 300kW GTS and - despite being run-in properly, perfectly maintained and rarely thrashed - it's required a full engine teardown. And this is just one of the many...
Ford Falcon XR6 Turbo ($43,965 in manual form)
In all honesty I thought Ford Australia had completely lost the plot - nothing in their hi-po line-up came close to a car I'd aspire to own. And then along came the BA XR6 Turbo. Two-forty kilowatts, 450Nm from 2000 to 4500 rpm, a Garrett ball-bearing turbocharger with front-mount intercooler, variable DOHCs, 24-valves and sophisticated engine management - are we talking about a $44-odd grand Aussie family car or a 100 grand Beemer? Certainly, the boosted 4.0 offers more torque through the lower revs than the similar-output LS1 V8, plus there's absolutely minimal turbo lag, it's exceptionally smooth and well mannered. Fuel consumption is better than the LS1 Holden - albeit not by much.
There isn't a whole lot of difference in the ride and handling qualities of the XR6 and the go-fast LS1 Commodores. Both vehicles ride near-as-dammit perfectly and manage to get their power down with little fuss. From my seat-of-pants, the Ford has a slight edge in the suspension department and it holds its own in terms of steering and brakes. The optional Premium brake upgrade is just the thing if you plan tickling the motor for a bit more urge - once aftermarket tuners have found a way past the clever management system, you can expect to find massive power gains by merely improving exhaust and air intake flow. I can't wait to see it happen.
And so why isn't a XR6 Turbo parked in my home garage? Well, its 5-speed manual driveline feels terribly antiquated compared to the rest of the car and I reckon it'd struggle to cope with much of a power-up. The fuel consumption still isn't great and there are a few (small) build quality issues to sort out. Wait for the 'Series 2' version and I reckon a lot of the bugs will be ironed out and there'll be more aftermarket tuning experience to draw from. I could understand not wanting to wait though!
MY03 Subaru Impreza WRX ($42,490)
The biggest progression in the WRX timeline came with the introduction of the MY01 'bug eye' - it was much more rigid and refined than previous models, but it was also around 130 kilograms heavier. Only now - with the release of the MY03 - has that weight penalty been addressed (albeit only partly).
Thanks to the introduction of variable inlet cam timing, a higher static compression ratio (at 9.0:1) and a revised bonnet scoop for the air-to-air intercooler, the familiar flat-four 2.0-litre turbo mill has scored an extra 8kW and 8Nm (taking the total outputs up to 168kW at 6000 rpm and 300Nm at 3600 rpm. Note, however, the upping of the compression ratio has meant you've gotta search for 98-octane bowsers.
Despite the modest output improvements, the 0 - 100 km/h times I've seen for the new Rex seem a bit optimistic. I find it hard to believe the '03 hits 100 in high 5s when, with only 8kW and 8Nm less, the '02 was around half a second slower. In any case, I guess we're talking about a launch that most WRX owners - who have to pay when the clutch or gearbox explodes - won't be game to attempt.
Inside, the MY01 had already been much improved over the ratty GC8-series. All the MY03 update brings, though, is a centrally mounted tachometer and a chrome handbrake lever button (woo-hoo!). Outside, the MY03 certainly looks a lot better than the previous models - its 'droop down' front and rear lights make a much more pleasing sight.
And what turns me off of the Rex? Well, other than the fact they're s-o bloody common (coming from someone who happens to own an early WRX!) there's been no massive leap in performance or technology since the WRX's 1994 Australian release. While Ford and Holden have powered ahead in the past few years, the Subie has been merely sidestepping.
Mitsubishi Magna Sports/VR-X/Ralliart ($36,990 - $48,990)
I first became an admirer of the hot-shoe Magna back when the TH Sports first acquired the Verada's 3.5-litre V6, but the following TJ Sports/VR-X - with some 163kW - shoved me backwards off my chair. This vehicle completely changed my perception of this popular fleet/Government/hire conveyance. For the first few hundred metres behind the wheel of the monster Magna I kept stabbing at the throttle to feel the awesome response and torque. I simply couldn't get over it; this felt like an engine belonging to a top-line BMW. And it went like stink through the top-end too - it felt every bit a low 7-second 0 - 100 performer. While the engine is clearly from a much higher price category, the rest of the Magna is fairly decent too - it's reasonably quiet and refined, handling is secure on the open road, there's plenty of space, the dash is tidy and the Sports/VR-X gets a fairly cool interior trim. The only real difference between the Sports and VR-X is the body kit - the Sports model receives an understated rear spoiler and front fog lights, while the VR-X is more boy-racer. Not really my cup of tea...
Mitsi have done a great job keeping a lid on the price - from just $36,990 you're getting an exceptionally good performance package with absolutely no major reliability issues. My only holdback - from a purely personal perspective - are the external dimensions; it's overkill if you don't have a family.
The introduction of the wicked Ralliart Magna was - for me - a milestone in 2002. But was it an even better version of an already great car? In a word, no. The 5-speed/LSD big bum Ralliart kicks and fights through the steering wheel to a degree that I've never previously experienced. The auto/traction control version is much more refined but, of course, the performance auto segment is fairly limited; keen drivers like to be able to dump the clutch... Oh, and while I'm sinking the boot into the Ralliart, its front lip spoiler is there only to make the car look good in photos - leave it on and it'll be torn off negotiating the first steep driveway. Ralliart Magna - the result of pushing a good package a bit too far.
Peugeot 206 GTi ($29,990)
Since its release in 1999, the Pug 206 GTi has been the cause of much pushing and shoving amongst Euro car enthusiasts - and it's been a personal fave of mine. Bestowed with a grunty 2.0-litre engine capable of 100kW, the 1050kg GTi is a very involving drive. Wonderfully torquey at all revs, nice steering, brilliant handling balance and response and powerful braking (although a tad unstable in the last one I drove) this is the small car to make you sell your relatives.
As if its on-road feel isn't exciting enough, the 206 GTi must also be the best looking hot hatch on the market. From its sleek front-end to its race-type fuel filler and oversize alloys it screams fast - but without having 50 kilos of plastic hung off every panel. Unfortunately, though, the Pug 206 GTi isn't perfect. Most importantly, it could do with a fair bit more grunt - its claimed 8.3-second 0 - 100 isn't bad for a hatch, but I reckon low 7s would make this an all-time great vehicle. I guess I'll have to wait for the 206 GTi 180 to (finally) make it onto the local market - it's variable cam timed 2.0-litre makes a very rousing 133kW. Oh, and one other gripe with the 206 - the pedals are set appallingly close together. Slip into your racing boots before attempting to drive this little beastie!
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Wondering what other sub-60k performance cars there are on the market?
There are plenty of cars to choose from for under 60 grand. Without adding twenty pages of specs and figures, here's a list of cars that you can find out more about on www.autoweb.com.au. In the larger size cars you've got the V6 supercharged Holdens, Ford 5.4-litre V8 and Toyota Camry V6 manual. If you're after something the next size down you can pencil down the Toyota Celica VVT-iL, Nissan 200SX, Peugeot 406 SV, Subaru Liberty B4, Saab 9-3 high pressure turbos, VW Bora V6 4Motion, Volvo S40 T4, Hyundai Tiburon V6, MG TF 160 and ZT 190. Hot hatch and personal coupe fans can take a look at the Mini Cooper S, Toyota MR2 Spyder, Proton Satria GTi, Renault Clio Sport, Audi A3 1.8 Turbo, VW Golf GTi Citroen VTS Coupe, Ford Focus Zetec, Holden Barina and Astra SRi and Daihatsu Sirion GTvi. Don't let it be said that all cars these days are boring!
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