The fact that Honda manages to produce 210bhp from a 2.0l naturally aspirated (NA) 4 cylinder engine with a red line of 8400rpm should tell you a thing or two about Honda. Not many car makers have broken the 100bhp/l barrier in a production NA engine, some that come to mind are the BMW M3 and the Ferrari F430. Honda continues to pursue the route of high revving, naturally aspirated 4 cylinder engines while competitors choose to fit a turbo to produce higher outputs. Honda considers the use of forced induction as too ‘easy’ and has stuck with NA engines in nearly its entire history of engine making. In this day and age of emissions, global warming and cost cutting measures, I wonder how long before Honda follows the lead of BWM in succumbing to forced induction.
There are many positive attributes to forced induction, but nothing makes your heart race like a high revving NA engine zinging its way through the rev range. Honda is widely considered to be the best manufacturer of 4 cylinder engines and the K20Z1 found in the Type S is one of their best. The VTEC gives the Integra a split personality, potter around in city and changing up early, passengers not in the know might think what the VTEC fuss is all about.
But when you get to the hills and start piling on the revs, the rush of power is intoxicating. You hear the snarl of the induction egging you on to pile on more revs as you snick the precise gear change up through its 6 speeds. All the while, your senses are heightened as Dr Jekyll turns into Mr Hyde. You feel plugged in, and connected to the road, not just merely going fast. After all, if acceleration is everything, a Mercedes S500 can get to 100kmh quicker than most sports cars.
On your way back from the hills, you will appreciate the well built interior, the leather bound seats are supportive and comfortable. The cockpit surrounds the driver to create a cosy environment while all instruments are within easy reach. The rear seats fold down to provide a surprisingly large cargo area. Being a Honda, you know everything will still be working in years to come. If you’re worried about the high revving reliability of the engine, Honda claims that of the millions of VTEC engines that have been manufacturer, there has not been a single failure reported up till this day. That is just an amazing feat of engineering.
With no successor to the DC5 Integra in sight, your only choice is to buy used. At around $25,000, you get a car with around 60,000kms on the odometer which will be well taken care of and in pristine condition. Hondas tend to hold their value very well and you shouldn’t lose much even when it comes time to trade it in. But I can’t see why you would want to trade the Type S for anything else.
Pros: 8400rpm redline, reliability and relative comfort
There are plenty of fast and practical cars, the perennial Porsche 911 representing the supercar end of the scale and the rally inspired twins, the Impreza WRX and the Lancer EVO. We even have Audi’s RS4 wagon. They’re all very fast and rather practical, but then, there’s the BMW M5.
BMW’s M division has always been seen as a specials ops team, a crack team of engineers that can turn the already very capable 3 and 5 Series into supercar scaring GTs. Cars that look like the regular sedans that they’re based on, but perform with such conviction that is beyond other car makers. Remember also that BMW was the engine supplier for the legendary Mclaren F1 supercar that over delivered on Gordon Murray’s initial specifications on the power output that enabled the Mclaren to claim the title as the world’s fastest road car for two decades.
It’s certainly safe to say that the heart and soul of the BMW M5 is the engine and what an engine it is. The 5.0l V8 pushes out 400bhp and 500NM of torque. This is enough to propel the big luxury sedan to 100kmh in just 5 seconds. The throttle response is electric, at any speed in any gear, plant the throttle and instantly, you get unabated acceleration that goes all the way to the 7000rpm redline. Unlike the newer E60 M5, the E39 only ever came as a manual which adds to the driver involvement to give you full control of the engine.
The M5 also has aluminium suspension parts and together with the lightweight alloys bring the unsprung weight down. This blesses the M5 with the rear wheel drive handling that should not be possible with such a large and heavy car. Weight is distributed evenly between front and rear, and although coming into a turn fast, you will get some understeer, power-oversteer is just a stab of the accelerator away. If you have the talent to bring out the rear, you get a wonderfully balanced drift that only BMW seems to be able to master.
Inside you get all the luxury and comfort you could want from an executive sedan. Time and time again, it still amazes me that something so comfortable and docile in the city, with space for 5 and luggage can entertain the way the M5 does. Now that the E39 has been superseded by the E60, a used one can be had for under $50,000. For its incredible engineering depth and maturity, it has got to be the best bargain around for someone seeking a practical, fast luxury sedan. Some M5 fans having ordered the E60 and having driven them subsequently actually forfeited their deposits and kept their E39s citing the better drive of the latter.
We only live once, and if you love driving, an opportunity to own an M5 at this price has to be reason enough and almost the sensible thing to do. If you’re still not convinced, have a look at Tiff Needell in the M5 below. If that doesn’t stir you, you had better check your pulse.
I’ll say it now, I love the Forester XT, there’s no other car quite like it. Subaru has taken the Impreza chassis, added a compact SUV wagon body and put in a WRX turbo engine to create this incomparable vehicle. It scampers to 100 kmh in under 6.5 seconds, faster than the Porsche Cayenne S and BMW X5 4.4l V8. Only the X5 4.8iS and Cayenne Turbo are faster, but they cost almost 3 times as much as the forester XT! Of course the Forester is in a different class to the BMW and Porsche, but that places the XT in a class of its own.
The XT is faster than most hot hatches and sedans, yet it has the versatility and space of a compact SUV. Those not in the know will be shocked at how you can pull away from them at the lights. Because the chassis is based on the Impreza, the Forester acquits itself well even in the bends. Outright mechanical grip is not very high and the body does roll, but everything is very predictable and just adds to the silliness of the existence of the XT. Nobody really needs a compact SUV that can outrun a Boxster, but we should be glad that it even exists.
The interior has nothing much to write home about, the dash is made of hard plastics, but it feels durable. The visibility is great in all directions and the double sized sunroof that opens up to the rear bench adds a sense of space and airiness to the cabin. You get a feeling that Subaru is more engineering than marketing led, and the budget is spent on where it counts. You never buy a Subaru because of the perception of quality like an Audi, but you buy it because you understand what a great car it is. And for that, I’d take the Forester over its competitors all the time.
Pros: Surprising speed, versatility and reliability
I love my fast cars just like everyone else, but over the years I’ve come to realise that it’s not the amount of power you have under the bonnet, but it’s the smile that a car puts on your face and how it makes you feel going around corners. These days, most cars can accelerate hard without requiring much effort, put the transmission in D and stomp on the throttle. In no time at all, you’re doing silly speeds and worrying about your licence. Surely there’s a better option?
So if you love driving, what you need is actually a car with less power. You will actually get to use the full extent of the throttle and rev range more frequently and it teaches you to be a better driver by anticipating the road ahead and preserving momentum by picking the best cornering line. You also get that smug satisfaction that you’re able to push the limits of the car instead of cruising along, wondering what your car can actually do, but will never be able to explore on the road. So what better car to do all that than in a lightweight hatch?
Before the Mini took the premium hatch market by storm, Renault gave us the Clio Sport. The 2.0l engine pushes out a frantic 172bhp and combined with its light weight result in a very healthy 160bhp/tonne. In comparison, the original Porsche Boxster could only manage 142bhp/tonne! All these translate to huge fun! The French may not be good at luxury cars, but they sure know how to do sporty hatches. Driving fast around windy roads, the Clio Sport feels very eager. In comparison to modern hatches, you wouldn’t call the Clio refined, but you forgive it mostly because you’re doing something far more important, driving.
The interior of the Clio is not particularly attractive, but it’s not ugly either. The sports seats are excellent at holding you in place but the driving position may not suit everyone. Also, if you ever get too carried away and run out of talent, the Clio has scored 5 stars in the NCAP safety tests. At $10,500 for this 2002 example, only thing left to do now is to get one and finding that perfect road.
So you’re a young mother of two, you are looking for the perfect car. You drive mostly in the city and you also want a high driving position to give you better visibility. You don’t want to drive an SUV or MPV either because you’re fashion conscious or you find them just too long. To top it off, you’ll need something with a large boot for the prams and shopping so a hatch wouldn’t do. Oh, and it has to be safe so the little ones are well protected in case the worst happens.
You may not have thought about it before, but the Mercedes B-Class suits the above requirements to a tee. The height of the B-Class is similar to Nissan’s latest crossover SUV Dualis, so you do get the high driving position with the associated view. However, the B-Class is actually only slightly longer than a Volkswagen Golf at 4.27m while having a wheelbase of nearly 2.8m. That’s 7cm longer than the Golf and it’s actually longer than Mercedes’ own C-Class. So what does this all mean? Well, what the figures translate to is a Golf sized car that rides almost as high as a compact SUV, with leg room rivalling an E-Class. And if you choose the diesel like this B180 CDi, you even get 6.2l/100km economy which is similar to the diesel Golf!
If you are prepared to throw the notion of what a tradition Mercedes should be aside, you will be rewarded with a very versatile car in the B-Class. The boot is huge considering its relatively small exterior dimensions and with the rear seats folded, you’ll be amazed what it would swallow. The interior fit and finish is now back to the standards that Mercedes was once known for. It’s not ostentatious but it does feel like a quality car with none of the nasty cost cutting effects of the late nineties.
New, you would have to pay over $50,000 to get into the B-Class, but now after 3 years, it’s a more reasonable $32,000. It’s still a lot of money for such a ‘small’ car, but for its blend of versatility and manoeuvrable size, the B-Class has no current rival. There is no reason to suspect the B-Class to be anything but reliable as there’re no complicated electronics to fail. Sure you don’t get a sporty drive, but that’s not what the B-Class is about. What Mercedes has done is created a big but small, high but not too high, efficient and competent car that drivers don’t even know they want till they live with one.
Pros: Large interior space where it counts, economical
Cons: Dowdy van like image
I will take the plunge and actually admit that I love the design of this 7-Series. It wasn’t always the case, but with age, I’ve not only grown accustomed to the weird headlights and double-stacked bootlid, but in comparison to its competitors, it looks fantastic. Can you believe it’s been 8 years since the first Chris Bangle designed BMW was launched? Be it as it may, I will leave it to you to decide whether you love or loathe the exterior design.
To sit in the driver’s seat of the 7-Series (trust me, that’s where you want to be) is to feel like a million bucks. There’s sumptuous leather lining every touch surface and it feels like the car was hewn from solid billet. In here, you begin to understand why anyone would pay nearly a quarter of a million dollars for the pleasure of driving the granddaddy of all BMWs. You will also soon forget that this car is already 7 years old.
The 333bhp 4.4l V8 is smooth and full of charm. It quietly wafts you along when you’re not in a rush, but when you’re in the mood to hustle, it propels 2 tons as if it were nuclear powered. You can hear a hint of the V8 when you extend the engine, but it is not an unpleasant noise. The 7-Series is a big car, but as you spend time with it and begin to trust its abilities, the car shrinks around you. This is a properly luxurious car that you wouldn’t mind driving fast and not just on the motorways, but on the windy bits too.
If you are prepared to live with the V8 thirst and associated running costs of a luxury saloon, with more than 75% of the initial asking price already depreciated, it beggars belief that you can now have this 7-Series for just over $40,000. BMWs are generally reliable and the 7-Series is no different. However, for such a complex car, make sure every single function works before you buy. Once you’ve made the decision, I have no doubt you will be smiling each time you think of the depreciation the previous owner has suffered just so you can have the privilege of buying one for the price of a new Camry.
Pros: Superb handling, luxury
Cons: V8 Thirst, iDrive, potentially expensive to repair
So summer’s coming and you’re spying others driving around top down and you’re thinking, I want a convertible too! If you’ve never experienced driving with the top down, you owe it to yourself to try it at least once in your lifetime. In the past, convertibles with their fabric roofs have always been associated with theft and expensive repairs (I know as my very own MX-5 had its roof slashed). However, since the very first folding hardtop, the Mercedes SLK came on the market in 1997, convertibles have never been as practical and safe. You get to enjoy the safety of a folding metal roof while taking in the sun and the wind. Most convertibles are sporty by nature, but if you’re after comfort and prefer to cruise while taking 4 friends along with you, then the Volvo C70 is probably the best choice. There’s plenty of elbow and head room with the roof up or down, the seats are first-rate and the exterior looks handsome in a Swedish kind of way. The center console has a floating panel which looks rather avantgarde and distinctive.
This particular 2007 C70 has covered 26,000kms and the owner is asking $44,000. You get standard safety equipment including roll-over protection and side curtain airbags. It also comes with heated seats as well as Bluetooth. In terms of value for money, no other car at this price range comes close to the C70 in offering its blend of comfort and performance. Take the plunge, I guarantee you won’t regret it and your kids will thank you for it too!
It’s hard to believe this Bangle designed Z4 has already been superseded and is already more than 5 years old. Yet, the incredibly phallic shape of the Z4 with it’s ‘flame surfacing’ still looks amazingly fresh even today. It has definitely aged gracefully and now that we’re more accustomed to Bangle’s use of concave and convex lines down the flanks, I have to say that it makes contemporary competitors look a bit stodgy. Chris Bangle must be smiling now that the critics have been silenced. Yet, as much as BMW has been pushing the design envelope, it has always been about the drive. The driving position of the Z4 is classic roadsters, where you sit behind the centre of the wheel base with a seemingly unending bonnet in front of you, an extension of your arms on the till. The fantastically smooth 2.5l inline six is matched well with this chassis and provides more than enough go, while being poised and balanced through the turns. Roadster are about fun and the wind in your hair, but this BMW does refinement and cruising around very well indeed. Even with the roof down at highway speeds, wind buffeting is kept to a minimum and conversation is possible without shouting.
The inside is an inviting place to be, though not exactly sporty. The dash design is clean and simple although it does not reflect the adventurous exterior lines. Instrumentation is basic and works well without the use of the much talked about iDrive system. You sit low in the car and feel snug surrounded by leather. Built quality is exemplary with no creaks creeping into the cabin except over the harshest bumps. It lacks the folding hard top of the latest Z4 but the fabric roof does not take up as much space in the boot and is extremely quick in folding. With the roof up, the cabin is quiet and cosy keeping out the elements well.
This particular 2003 Z4 has done 43,000kms with the owner asking for $36,500. It’s incredible value for such a wonderfully resolved car that still looks fantastic. With most of the sting of depreciation taken out of the initial buying price, the main running cost has already been accounted for. As with all BMWs, make sure to ask for servicing records and have them professionally inspected.
If there’s one thing to say about Lexus, they sure are relentless. I can imagine the Lexus people sitting around a boardroom table asking how they can compete with the likes of Mercedes and BMW. Surely customers demand reliability and comfort. Surely they want gadgets and value. We have given them all that, what else can we do?
In truth, Lexus has surpassed their competition in many areas. Most famously would be their number one ranking on the J.D. Powers initial customer satisfaction ratings. Lexus never had the pedigree lineage of Mercedes or BMW, so they had to win customers over from the head and not so much the heart. Lexus has an impeachable reliability record and as a buyer looking for value, reliability will always rank high up there on the priority list.
Lexus has come up with this car after 2 previous iterations of tackling the 5 Series and the E Class. And with each passing generation, they’re getting that little bit closer. Lexus owners are a loyal bunch and this newly designed GS would definitely be taking some conquest sales out of the Germans. The exterior is now much sportier than before, the lines are more cohesive with a sporty side profile.
This particular 2005 GS is the base model Sports, but it still comes with almost everything you want. Equipment missing from the Sports Luxury model are Sat Nav and the sunroof. You still get leather, keyless start, 10 airbags, reversing camera, bluetooth and a 10 speaker audio. The drive is not particularly exciting, but it suits the poorly surfaced Australian roads. The low levels of NVH (noise, vibration, harshness) adds to the calm you’ll feel when on the road. The interior is a mix n’ match of materials that isn’t quite up to the standards of the German trio. That is not to say that the quality is any worse. The seats are very supportive and the leather is baby’s bum soft. What you lose in the perception of design quality, you get in the peace of mind of Lexus build quality and knowing that the chances of anything failing is close to nil.
For the asking price of $40,000 and having only done 45,000kms, there’s a lot of life left in this luxury sedan. Only question left is whether you’ll choose with your head or your heart.
Pros: Reliability, running cost, comfort
Cons: Does not have the badge appeal of the Germans
So you might be thinking, Alfas will break down all the time, I’d rather stick with the Germans. But just look at it! Yes, I know, I want one too especially at just over AU$30,000. I know I’d rather take this over a Honda Accord Euro for the same money. Alfa Romeo has always been known to build exciting but unreliable cars. In recent years, they have been working hard on reversing that image. They might not be at Japanese levels yet, but they are on par with the likes of Audi. The Selespeed transmission has been known to have electrical gremlins so to keep it simple, take the manual.
All 159s come comprehensively equipped with leather, cruise and rear parking sensors. They’re also safe with a 5 Star NCAP crash test result and 7 airbags. This base model 2.2l engine is charismatic and will bring the 159 to the ton in 8.8 seconds while returning 9.4l/100kms, not top of the class but not bad either. The leather seats are fantastic and the ride quality is good. Servicing costs will be higher than the typical Japanese but no more so than the Germans. This car is still on factory warranty, so it’s probably worthwhile to maintain main dealer logbook servicing. Beyond that, a specialist will be able to provide better value.
Pros: Distinctive looks, sporty engine, Alfa’s best effort so far in quality and reliability
Cons: Will be hard to shake off the tarnished image of reliability, expensive to service
This particular 2003 Z4 has done 43,000kms with the owner asking for $36,500. It’s incredible value for such a wonderfully resolved car that still looks fantastic. With most of the sting of depreciation taken out of the initial buying price, the main running cost has already been accounted for. As with all BMWs, make sure to ask for servicing records and have them professionally inspected.
