In the past year and a half, AutoSpeed has tested
more than ten 15+ year old performance cars imported from Japan. So what, you
say? Well sit up an' take note! These 15 year old imports all share a theme -
they are the best value performance cars you can buy in Australia. Read that again; 15yo old
imports are the best value performance cars on the market.
This is Part One of our two-part series that will
bundle all of our relevant road tests together along with up-to-the-minute
pricing. We'll also look at some more eligible - or soon to be eligible -
vehicles. This is your 15 year old import 'directory'.
Mazda Series 4 RX-7
As we stated in our road test at Pure Sports On Sale, the
Series 4 Mazda RX-7 is a pure sportscar - and, judging by the huge number
imported and sold, we reckon a lot of people agree!
The FC3S RX-7 comes powered by either an atmo or
turbocharged twin-rotor 13B. Obviously, the turbocharged version is the one to
go for, but its power output is not as great as you might imagine - the Series 4
turbo is rated with a modest 136kW and 235Nm. A healthier 156kW output came with
the release of the Series 5, but - at the time of writing - this vehicle is a
few months away from being eligible for importation and compliance under the
15yo regulations.
Oddly enough, the Series 4 turbo came with either
auto or manual transmission. Expect approximately low 8-second 0 - 100 km/h
performance in manual versions - along with equally fast fuel consumption...
With MacPherson front struts, a multi-link
semi-trailing arm rear and drive channelled to the back wheels, the Series 4 is
a very sweet handler. Give it a bit more power and it can easily give you some
tail-out power oversteer thrills.
The Series 4 has seating for four but it's better
to think of it as a two-seater - that rear bench is terribly cramped. Front
headroom is also limited in vehicles factory equipped with an electric steel
sunroof - beware if you're taller than about 1.8-metres. Interior appointments
vary across models but the top-line Limited version includes power windows, mirrors
and aerial, electric suspension adjustment, digital climate control, cruise
control and a sophisticated cassette/CD/tuner. You'll know it if you're looking
at a bare-bones model.
The Series 4 is still an attractive looker nearly
20 years after its release - and it looks even more attractive when you check
its price. A typical example will currently set you back about AUD$7000 - $9,000
ready-to-go. Just be aware that engines may expire after about 150,000km
(depending on service history in Japan) and the chance of finding a good
long-term import motor is getting slimmer every day. If you're unlucky enough
for the engine to die, take the opportunity to get it professionally rebuilt
with port modifications and maybe the lightweight rotors from the Series 5. Tuning
potential is huge.
A good pick if you can afford high maintenance but
maybe wait for the more powerful - and newer - Series 5.
Toyota ST165 Celica GT4
While Mazda decided to continue their RWD rotary
theme in the late '80s, Toyota opted to branch out with their all-wheel-drive
turbocharged Celica. Built to contest the newly formed Group A rally category,
the hot Celica took the conventional 3S-series engine and added a CT26
turbocharger and water-to-air intercooler to achieve 136kW and 240Nm.
Driving through a 5-speed 'box to a viscous
coupled AWD system, the ST165 GT4 typically runs low 8-second 0 - 100s. At
1360kg, the early GT4 is no featherweight but it does feel quite willing on the
road - its mid-range grunt is ample.
The everyday appeal of the GT4 is strengthened
thanks to its comfortable ride, which is a real contrast to many Japanese
performance cars. Handling is biassed towards understeer, but the chassis is always
stable and predictable.
There was no stripped out lightweight version of
the GT4 - you got it all or you bought something else. Standard fruit includes fabric/leather seats (featuring electric lumbar and side bolster
adjustment), leather steering wheel and gear knob, tilt and reach adjustable
steering wheel, central locking, analogue climate control, electric windows and
mirrors (retractable on the Japanese version) and a double-DIN radio/cassette
with four speakers.
From the outside, the ST165 is another vehicle
that has aged gracefully - its well-proportioned lines remain attractive and the
GT4 is distinguished by a SX-type rear spoiler, a revised front bumper with twin
fog lights, larger side mouldings and some tell-tale stickers
This is a sweet package that neither excels in
straight-line performance nor handling but it is a very accomplished
all-rounder. Hot-up potential is limited by the torque capacity of the gearbox -
don't go beyond an exhaust, intake and boost and you should be fine. At present,
you can expect to pay AUD$7000 - $9000 on the road.
Check out our full ST265 GT4 review at Getting Into the GT4.
Toyota MA70 Supra
The big Toyota turbo machine is hard to go past
for boulevard cruising or sheer muscle.
The late '80s MA70 Supra comes equipped with an
optional 7M-GTE 3.0-litre DOHC turbo engine as fitted to locally delivered Supra
turbos of the same era. Cranking out up to 179kW and 344Nm, the big Toyota 7M-GTE
was one of the greatest turbocharged motors of the time.
Available in both 5-speed manual and 4-speed auto
guises, the MA70 turbo can kick some serious butt in straight-line contests. When new, the
5-speed manual could sprint to 100 km/h in the low 7-second range.
And that's despite weighing around 1600kg...
The chassis comes equipped with TEMS (Toyota
Electronic Modulated Suspension) to alter damping forces and the handling is
fairly neutral overall. This is a relatively large vehicle, though, so expect
smaller vehicles to keep up - or to slip ahead - when the going gets twisty. ABS
brakes were standard and offer decent stopping power.
Straight-line go is the Supra T's forte and the
7M-GTE responds well to power-up techniques. Airflow meter conversions,
camshafts and other hardware are available off-the-shelf and the driveline can
cope with massive grunt. These cars have run in the 11s (and faster) in the
'States and offer proven bang for buck. The only semi-common problem is head
gasket failure.
Price? Well, depending on condition and
kilometres, expect to pay AUD$7000 to $10,000 ready to roll.
For full Supra MA70 details, have a look at Toyota Supra Turbo. In
short, this is a big and comfy cruiser that just happens to pack a knockout
punch.
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The MA70 Supra Alternatives...
The
Supra was also offered in Japan with a 2.0-litre twin-turbo engine producing
around 140kW. The 1G-series TT Supra was essentially the same as the 3.0-litre
big brother but with less performance. This was the middle ground between the
3.0-litre turbo and the atmo entry-level model.
Using
the same underpinnings as the Supra is the Z20 series Toyota Soarer - the Soarer
being less sporting but more luxurious. Like the Supra, the Soarer could be
bought with the grunty 3.0-litre single turbo or 2.0-litre twin-turbo engine.
Performance is similar to the Supra, but most Soarers were sold as autos. The
3.0GT Limited AS was the top-line luxury model that even offers a television
(which is tuned for Japanese frequencies only).
See
Burger With the Lot for
our test of the 3.0-litre 'old school' turbo Soarer and Loose Change Luxury for
the less potent 1G twin-turbo variant.
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Nissan Silvia CA18DET
Another proven performer is the Nissan S13 Silvia.
It might not be the prettiest 2-door on Earth, but you can't knock the
performance of the turbo versions.
Weighing in at just 1150kg, the 1.8 DOHC turbo
Silvia is one of the lightest vehicles in its class - and it shows. With the
CA18DET turbo engine under the bonnet, the S13 Silvia has 130kW to its name and
can sprint to 100 km/h in the mid 7s (in 5-speed manual form)
But why stop there?
In addition to the usual exhaust, intake and boost
mods, the CA18DET responds well to turbo upgrades from other Nissan models as
well as a cam swap from the atmo CA18. Thirteen-second quarter mile performance
is oh-so-easy. The driveline is generally very reliable but the CA18DET is noted
for having head gasket problems.
Give it heaps of grunt and your S13 can be driven
as a tail-out drifter - if that's what you're into. It's likely that some
suspension mods will be required to match a substantially increased power output
- the standard Silvia suspension is surprisingly soft.
The Silvia's front seats can accommodate occupants
up to around 1.9-metres tall but rear space is minimal. Like the Series 4 RX-7,
this is an emergency 4-seater. Standard fruit in the turbo model includes power
windows and (retractable) mirrors, analogue climate control, central locking,
adjustable angle steering column, map lights and a radio/cassette with optional
CD player.
If you want a reliable, chuckable package with a
great power-to-weight ratio the Silvia turbo is an ideal choice - it makes a
very cost-effective project car. Prices currently start at about AUD$6000 for an
auto CA18DET Silvia, while manual versions - perhaps with a few existing mods -
fetch up to about AUD$9000. Check out the Silvia 1.8 turbo's credentials at Silvia Surprise.
Toyota Starlet Turbo S
And now let's look at the first of the performance
hatchbacks - a category that Japan redefined during the '80s.
The 1987 released Toyota Starlet Turbo S is one of
those hugely entertaining hatches that you just don't want to get out of. Set in
the mould of Daihatsu Charade Turbos and Nissan Pulsar ETs, the first generation
Starlet Turbo S offers great response, direct steering, go-kart handling and the
performance to waste a long list of cars.
Mid 8-second 0 - 100 km/h performance isn't bad
for a li'l shopping trolley!
Weighing just 800kg, its no surprise the Starlet
Turbo S (coded EP71) is a quick machine. The engine is interesting - a 2T-TELU
1.3-litre, SOHC, 12-valve that we've never seen fitted to any other vehicle.
It's rated at 77kW and 179Nm and, on the road, it is a very flexible performer -
even if the stock exhaust feels restrictive.
A high-flow exhaust, cold-air intake, upgrade
intercooler and more boost could easily transform the Turbo S into a rampaging
torque-steering, tyre frying monster - and that'd be half the fun of it! Note
that you wouldn't want to boost the engine far above standard - the Turbo S
already comes equipped with a Toyota high/low boost switch that gives up to 70
kPa (10 psi).
Yes, it's a hatchback - which has substantial
benefits from a practical point of view - but the Turbo S is also equipped up to
its eyeballs. The seating is comfy (though of questionably style and colours)
and you get power windows and mirrors as standard. Many examples also score a
power sunroof and climate control, which is pretty damn impressive for a '80s
1.3-litre hatchback...
For our full test, visit Zip Zap Pow.
This is a real ball of fun that, although rare, you can pick up for about AUD$6000.
Stay tuned for Part Two - the final of our 15+
year old Japanese import special. Next, we'll cover the remaining hot hatches
and go-fast sedans that we've tested - plus some extras...
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