1984 - 1993 Peugeot 205 GTi - 1.6 and 1.9
The benchmark for hot hatches.
The Peugeot 205 GTI is often used as the benchmark comparison for hot hatches of today. The 205 GTi is a favourite of racing clubs across Europe which is a testament to its legendary front-wheel drive handling. Whilst the 205 GTi is renowned for catching a lot of drivers out with sudden lift-off oversteer, when mastered the little pug hatch is a joy to drive on the limit.
1.6 or 1.9 205 GTi
The 205 GTi came with a choice of 1.6 and 1.9 litre variants, the same as its stable mate the 309 GTI. Early 1.6 units kicked out 105 bhp which was improved upon in later engines to 115bhp. 1.9 litre units were a lazier, torquier engine which produced 126bhp with later engines losing around 6 horsepower courtesy of the dreaded catalytic converter.
The 205 GTi a feisty and much more sportier pug.
The 1.9 GTi came with half-leather interior, front and rear disc brakes and 15” alloy wheels. The 1.6 whilst having the revvier and more eager engine only came with front disc brakes, 14” alloys and cloth seats. The superb handling dynamics of the 205 GTi were aided through a number of tweaks that the lesser 205s lacked. A union of lowered and stiffened suspension, housed under wider valances made the 205 GTi a feisty and much more sportier pug.
One of the best hatches of all time.
The harmony of suspension, braking and French styling have made the 205 GTi one of the best hot hatches of all time. The 205 came at the fringe of the introduction of driver aids and the emissions and safety brigade. Consequently the rawness and simplicity of this iconic hatch will never be matched. As even the stripped down, track day versions of more modern cars whilst raw, lack the comfort and charm of this affordable road-going hot hatch. Although the 205 rallye version of the GTi did go one further by doing away with the luxuries.
Summary
Raw hot hatch, fantastic front wheel drive handling, revvy, eager engine, excellent track day weapon, looks fantastic with the addition of big alloys.
Handling can catch you out when the 205 GTi is pushed hard, Difficult to find a good unabused one nowadays.
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Monday, 7 March 2011
1998 - 2002 Nissan Skyline R34 GT R
1998 - 2002 Nissan Skyline R34 GT R
5th Generation Skyline
Relatively unknown in the western world until films like "2 Fast 2 Furious", the Skyline was in its 5th evolution by the time it was known as the R34. With 4 wheel drive and 4 wheel steering this Skyline variant is rightly renowned for its grip. Aswell as the AWD format, the R34 GT R shares forced induction traits with the Subaru Impreza and Mitsubishi Evo. However the GT-R uses sequential twin turbochargers rather than a single one and the engine capacity is increased to 2.6 litre. The straight 6 cylinder (RB26DETT), DOHC block produces around 330bhp although published figures when new were a very conservative 280bhp.
Stiff, Spoilt, Diffused
Lots of improvements were made upon earlier Skylines, these included a stiffer body shell, carbon fibre under body diffusers, shorter wheelbase and the now typical huge rear spoiler. This enhances the overall aesthetic appeal of the car and helps put the huge torque firmly on the tarmac.
Too much grip?
The Skyline R34 GT-R performance statistics are blistering, a reported 0-60 mph time of 4.6 seconds and top speed of 156 mph. In contrast to these exciting figures some criticism has been made to the lack of expected excitement when it comes to driving enjoyment. The immense grip and technology packed steering and power delivery have disappointed many by dumbing down the experience somewhat by making it difficult to get the rear wheels to step out amongst other criticism.
Japanese Muscle Car
As with many muscle cars, the overall appeal of the R34 GT-R is not sat with the handling but more that fact that this is is a hugely powerful piece of classic Japanese muscle. The Toyota Supra with which the R34 shares a lot of commonality with is unashamedly sports car styled, whilst the 2 door more rectangular lines of the Skyline GT-R make it far more mean and moody.
Summary
Huge Grip, Huge Power and Performance, Huge Technology, Japanese muscle car image and looks, Reliable
Handling can be too predictable even when pushed hard, Still pricey, Surprisingly expensive to tune.
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5th Generation Skyline
Relatively unknown in the western world until films like "2 Fast 2 Furious", the Skyline was in its 5th evolution by the time it was known as the R34. With 4 wheel drive and 4 wheel steering this Skyline variant is rightly renowned for its grip. Aswell as the AWD format, the R34 GT R shares forced induction traits with the Subaru Impreza and Mitsubishi Evo. However the GT-R uses sequential twin turbochargers rather than a single one and the engine capacity is increased to 2.6 litre. The straight 6 cylinder (RB26DETT), DOHC block produces around 330bhp although published figures when new were a very conservative 280bhp.
Stiff, Spoilt, Diffused
Lots of improvements were made upon earlier Skylines, these included a stiffer body shell, carbon fibre under body diffusers, shorter wheelbase and the now typical huge rear spoiler. This enhances the overall aesthetic appeal of the car and helps put the huge torque firmly on the tarmac.
Too much grip?
The Skyline R34 GT-R performance statistics are blistering, a reported 0-60 mph time of 4.6 seconds and top speed of 156 mph. In contrast to these exciting figures some criticism has been made to the lack of expected excitement when it comes to driving enjoyment. The immense grip and technology packed steering and power delivery have disappointed many by dumbing down the experience somewhat by making it difficult to get the rear wheels to step out amongst other criticism.
Japanese Muscle Car
As with many muscle cars, the overall appeal of the R34 GT-R is not sat with the handling but more that fact that this is is a hugely powerful piece of classic Japanese muscle. The Toyota Supra with which the R34 shares a lot of commonality with is unashamedly sports car styled, whilst the 2 door more rectangular lines of the Skyline GT-R make it far more mean and moody.
Summary
Huge Grip, Huge Power and Performance, Huge Technology, Japanese muscle car image and looks, Reliable
Handling can be too predictable even when pushed hard, Still pricey, Surprisingly expensive to tune.
See more car reviews
1990 - 2005 Honda NSX - Acura NSX
1990 - 2005 Honda NSX - Acura NSX
From Ferrari to F16 Fighter Jet to NSX
The Honda NSX, or Acura NSX as it is known in North America and Hong Kong was spanned 15 years between 1990 and 2005. Honda's original ambition for the NSX was performance similar to the Ferrari 328 and subsequently the 348 as the design neared production. Pininfarina was responsible for pencilling the distinctive NSX's sleek sports car looks. Part of the NSX's unique styling was influenced by the desire to incorporate 360 degree visibility, similar to that inside an F-16 fighter jet cockpit.
F1 Technology
Fighter Jet technology may have influenced the NSX's cockpit but Honda's corporate technological drive illustrated in their involvement in Formula 1 influenced much of the rest of this track weapon. Whilst Honda's formula 1 car would cost millions to buy, the requirement was to make their showcase sports car relatively affordable and ultra reliable. The NS-X was the first production car to feature an all-aluminium monocoque body, including a revolutionary aluminium alloy frame, and suspension. The use of aluminium in the body and suspension saved nearly 220 kg in weight over the steel equivalent.
Cram in some more technology?
The NSX was crammed with a long list of technological specifications including; a rigid, ultra-light aluminium monocoque chassis, a front and rear double wishbone suspension, forged control arms and alloy wheels. Other features included an independent, 4-channel anti-lock brake system, electric power steering, Honda's reliable VTEC variable valve timing system and, in 1995, the first electronic throttle control fitted to a Honda. Add to this heady mix of advancements the world's first production car engine with titanium connecting rods, forged pistons, and it's unique high-revving VTEC V6. This concoction is made even more impressive as the NSX is still considered one of the most reliable exotic cars ever manufactured, many examples exceeding 100,000 miles (160,000 km) without serious issues.
Horsepower
Initially the NSX was powered by a 3.0 L V6 unit but in 1997 Honda brought the biggest change to the performance of the NSX. Engine displacement increased to 3.2 L using a thinner fiber-reinforced metal (FRM) cylinder liner. This revised 3.2 L engine gave it slightly more rated power: from 274 PS (202 kW; 270 hp) to 294 PS (216 kW; 290 hp) while torque increased from 285 N·m (210 lb·ft) to 305 N·m (225 lb·ft) (manual transmission only). 0-60 mph times vary depending upon transmission and engine size. This ranged from a dire 6.8 seconds for the 3.0 L V6 automatic to the 2nd generation NSX-R with a more respectable 4.6 seconds time.
R for Race then R for Retirement
More hardcore versions of the NSX were introduced over the years to maintain interest. This included tweaks to the suspension, stiffening the chassis and weight reduction. The NSX-R versions included these changes to create a slightly faster more hardcore version with 0-60 mph reduced to a more respectable 4.9 seconds. However, by 2005, NSX unit sales amounted to a few hundred vehicles per year worldwide and Ferrari had moved on from the 328/348 with which the NSX was based. Subsequently the NSX retired from production.
Summary
Ultra-Reliable Technology Showcase, Ultimate Japanese Exotica, 911 Alternative, Unique modern classic, Amazing Revving V6 Exhaust Note.
Revvy Engine not everyone's bag. It's a very expensive Honda. Too much technology and not enough soul for some. Looks too elongated.
read more reviews
From Ferrari to F16 Fighter Jet to NSX
The Honda NSX, or Acura NSX as it is known in North America and Hong Kong was spanned 15 years between 1990 and 2005. Honda's original ambition for the NSX was performance similar to the Ferrari 328 and subsequently the 348 as the design neared production. Pininfarina was responsible for pencilling the distinctive NSX's sleek sports car looks. Part of the NSX's unique styling was influenced by the desire to incorporate 360 degree visibility, similar to that inside an F-16 fighter jet cockpit.
F1 Technology
Fighter Jet technology may have influenced the NSX's cockpit but Honda's corporate technological drive illustrated in their involvement in Formula 1 influenced much of the rest of this track weapon. Whilst Honda's formula 1 car would cost millions to buy, the requirement was to make their showcase sports car relatively affordable and ultra reliable. The NS-X was the first production car to feature an all-aluminium monocoque body, including a revolutionary aluminium alloy frame, and suspension. The use of aluminium in the body and suspension saved nearly 220 kg in weight over the steel equivalent.
Cram in some more technology?
The NSX was crammed with a long list of technological specifications including; a rigid, ultra-light aluminium monocoque chassis, a front and rear double wishbone suspension, forged control arms and alloy wheels. Other features included an independent, 4-channel anti-lock brake system, electric power steering, Honda's reliable VTEC variable valve timing system and, in 1995, the first electronic throttle control fitted to a Honda. Add to this heady mix of advancements the world's first production car engine with titanium connecting rods, forged pistons, and it's unique high-revving VTEC V6. This concoction is made even more impressive as the NSX is still considered one of the most reliable exotic cars ever manufactured, many examples exceeding 100,000 miles (160,000 km) without serious issues.
Horsepower
Initially the NSX was powered by a 3.0 L V6 unit but in 1997 Honda brought the biggest change to the performance of the NSX. Engine displacement increased to 3.2 L using a thinner fiber-reinforced metal (FRM) cylinder liner. This revised 3.2 L engine gave it slightly more rated power: from 274 PS (202 kW; 270 hp) to 294 PS (216 kW; 290 hp) while torque increased from 285 N·m (210 lb·ft) to 305 N·m (225 lb·ft) (manual transmission only). 0-60 mph times vary depending upon transmission and engine size. This ranged from a dire 6.8 seconds for the 3.0 L V6 automatic to the 2nd generation NSX-R with a more respectable 4.6 seconds time.
R for Race then R for Retirement
More hardcore versions of the NSX were introduced over the years to maintain interest. This included tweaks to the suspension, stiffening the chassis and weight reduction. The NSX-R versions included these changes to create a slightly faster more hardcore version with 0-60 mph reduced to a more respectable 4.9 seconds. However, by 2005, NSX unit sales amounted to a few hundred vehicles per year worldwide and Ferrari had moved on from the 328/348 with which the NSX was based. Subsequently the NSX retired from production.
Summary
Ultra-Reliable Technology Showcase, Ultimate Japanese Exotica, 911 Alternative, Unique modern classic, Amazing Revving V6 Exhaust Note.
Revvy Engine not everyone's bag. It's a very expensive Honda. Too much technology and not enough soul for some. Looks too elongated.
read more reviews
1966 AC Cobra 427
1966 AC Cobra 427
Ferrari Beater
In a bid to build a car that could beat Ferrari, Carroll Shelby rammed a V8 in a british built AC Ace. The very first of these Aces housed a 4260cc (260ci) V8, however, as the 427 suggests, later models squeezed a huge 427ci (7 litre) Ford V8.
Beefed up horsepower, Beefed up chassis
With 480 lb/ft of torque coarsing through it's veins the AC Cobra beefed up its chassis to cope. The combination of a huge V8 in the front of a relatively lightweight Brit even with a stronger chassis was still an animal around the race track. Coil Springs were also introduced to try to tame the power further, and with 410 bhp at 6000 rpm, 0 to 60mph in 4.2 seconds the suspension most definitely required an overhaul.
Timeless Looks
Over the years the timeless looks and format of the AC Cobra have been copied, with a plethora of Kit Car replicas now available. This is testament to the simplicity of the Cobra thinking of a huge engine in a lightweight open top car. The real charm of the car is the mix of muscle-bound, aggressive yet classic looks and V8 rawness that few marques have matched over the decades.
read more reviews
Ferrari Beater
In a bid to build a car that could beat Ferrari, Carroll Shelby rammed a V8 in a british built AC Ace. The very first of these Aces housed a 4260cc (260ci) V8, however, as the 427 suggests, later models squeezed a huge 427ci (7 litre) Ford V8.
Beefed up horsepower, Beefed up chassis
With 480 lb/ft of torque coarsing through it's veins the AC Cobra beefed up its chassis to cope. The combination of a huge V8 in the front of a relatively lightweight Brit even with a stronger chassis was still an animal around the race track. Coil Springs were also introduced to try to tame the power further, and with 410 bhp at 6000 rpm, 0 to 60mph in 4.2 seconds the suspension most definitely required an overhaul.
Timeless Looks
Over the years the timeless looks and format of the AC Cobra have been copied, with a plethora of Kit Car replicas now available. This is testament to the simplicity of the Cobra thinking of a huge engine in a lightweight open top car. The real charm of the car is the mix of muscle-bound, aggressive yet classic looks and V8 rawness that few marques have matched over the decades.
read more reviews
Autosnout Video of the Month - March 2011
March 2011 - Video of the Month
Sierra Cosworth Action - BTCC 1988-Soper Vs Rouse
http://www.autosnout.com/Car-Video-of-the-Month.php
Sierra Cosworth Action - BTCC 1988-Soper Vs Rouse
http://www.autosnout.com/Car-Video-of-the-Month.php
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