The used car market is a strange one. If a car is mainstream fashionable, it'll always sell for way more than it's really worth. In the other direction, though, you can pick up some great buys if you think 'outside of the square'. Go for something a bit odd. A bit outlandish. A bit spooky even. But - most of all - be sure you're getting good value.
Following Part 1 of my Weirdo Buys, here's my more expensive list of cars that - for one reason or another - have been dismissed by society. In Part 2, we'll focus on the more cashed-up end of the market from $20,000-$80,000.
Are you ready? Here we go again!
20-40,000 big ones...
Volvo 850 T5 tyre tearer
Is boxy - but is very good. Certainly, if you're chasing wet dream kinda styling, the Volvo T5 isn't the car for you - but don't scoff at these Super Swedes if you don't know what's hiding under their bonnets. Following the 740 Volvo turbo in my Wierdo Buys Part 1, we'll now take a look at the later model FWD turbo... a car which puts a full 166kW of power towards the front wheels!
Using a transverse 5 cylinder 2.3 litre with a 20 valve head, the T5 comes with either a 5-speed manual or a 4-speed auto and can shred its way to 100 clicks in as little as 7.4 seconds! And - in case it hasn't yet twigged - that's faster than one time recently posted by the newly-released bug-eye WRX. What - a Volvo whipping a Rex?!
If you like the idea of going undetected in a stove-hot Volvo, there's no way you can go past the storming T5 wagon. These highly practical vehicles utilise the same chassis layout as the sedan - namely, 20mm lowered springs, firmer dampers and a stiffer front swaybar. Handling wise, there's virtually nothing to separate them. Both sedan and wagon T5s display that typical FWD understeer trait - but it's nothing that a slight throttle lift-off can't fix. Stomping the accelerator off the line, though, you may find yourself inadvertently sending tyre smoke signals to the Indians...
Other than that 20mm suspension chop, the T5 is distinguishable to traffic light racers only by its turbine-style 16-inch rims with 205/50 rubber, revised front apron and - on the sedan - a small rear spoiler. Obviously, you don't receive many extras in the cosmetics department - but the T5 is still a true all-round bargain. Selling new for around the 70 grand mark, you can now purchase good used ones for between 26 and 35 thousand. And included in the deal are leather and the usual assortment of electronics and power-aided devices.
Volvo T5s are spread relatively thin on the ground, which can make tracking down your desired combination of sedan/wagon/manual/auto a bit of a bugger. While you are searching, though, you may happen to stumble across the ultimate version of the T5 - the T5R. Only 25 of these things were brought in during '95, arriving complete with a subtle body kit, 17-inch wheels - and a healthy 177kW on tap. Interestingly, that 11kW power hike came purely through a chip re-write, which increased boost pressure out of the standard turbo.
I guess now we know that we can safely boost the standard T5 up a bit more! Along with fitting an exhaust... a bigger intercooler... a revised intake... Damn, I'm one sick puppy!
VN Group A Head Kicker
The last of the Holden Commodore Group As - the VN - is a real cracker. With only 302 built to meet Touring Car regulations (down from a scheduled 500), these Durif Red monsters come powered by a very much VL Walkinshaw-like engine. That faithful 304ci bent 8 features 4-bolt mains, improved heads, Crane roller rockers, 9.0:1 comp pistons, revised cam and a twin throttle-body induction system with updated engine management (very similar to the VL's). Power output: 215 beefy kilowatts.
The VN Group A also brought with it the first 6-speed ever fitted to a Holden. The German sourced ZF 'box - combined with the old VL's 3.45:1 LSD - delivered ultra tall top-gear cruising. So tall, the driver has to slide down into 5th gear to find the car's top speed...
Running the numbers, the VN Group A roars to 100 kays in 6.2 seconds and powers down the quarter mile in 14.4. This kind of performance necessitates the use of a full aero package (a lot prettier than the VL's) to reduce drag and overall lift. Braking, too, had to be beefed up considerably. The Group A winds up wearing 330mm ventilated discs with twin-pot finned calipers, and 280mm single-pot rears. These are masked by a set of unique 17 x 8s wearing 235/45 Goodyears. Bilstein dampers and up-rated springs also help the Group A to handle like a true high-power live-axle RWD. Y-eah!
Inside, the pounding Group A Commodore is optioned up with all the tricks. Central locking, remote alarm, climate control, power windows and mirrors, trip computer, Momo wheel and knob - it's all packed in. The only options are an electric sunroof and leather trim to pamper you to the max. Released in 1990, these collectable beasts went for $69,000. Now you're looking at around 25-30 grand for a clean, well-maintained GP A.
If you want modernity, traditional Aussie muscle and something collectable - the VN Group A is it!
VW VR6 Golf Swing
The hot Vee-Dub Golfs - GTIs - have always had a rep for good handling. Straight-line performance, however, was something that eluded all but the very first. That is, until the VR6 arrived on the scene and knee'd that tradition in the groin good an' proper!
Visually very similar to contemporary 4-pot Golfs, the VR6 uses a 15-degree V6 2.8 litre motor that produces a most un-hatch-like 128kW at 5800 revs. What's equally as important, however, is that 85% of maximum torque (235Nm) is available from as low as 2000 rpm - which makes the VR6 Golf an ultra-willing grunter. Pack a 128kW engine like this in a car weighing 1180kg, you can see how the VR6 - especially those with the standard 5-speed manual - are so quick. Motoring magazines at the time were quoting 0-100 times in the high 7 seconds, and a 15.6 second quarter was also well within the six pot Golf's reach.
With so much more power, it's no surprise that the Golf's spring and damper rates are bumped up over the lesser models, castor is increased and the transaxle is also equipped with an electronic differential lock (if you could call it that). All this device really does is squeeze a brake caliper onto the disc of a spinning wheel - it actually has nothing to do with the front diff. Handling is sublime - if a little wheelspiny out of corners.
Like I said, there isn't much to distinguish a VR6 on the outside. Lacy style 15-inch BBS alloys, skirts and chrome VR6 badges are all that gives the game away. If you're keen, though, it's a look that's easily enhanced with an aftermarket body kit from Europe. Some of these are as wild as you can get!
Back in 1994, new car buyers were willing to hand over around 45 grand for these terrors - a lot for any kind of hatch. But today's your lucky day... As a result of very limited popularity, you can exchange around 18-25 grand for a well-maintained, good condition Golf VR6. A high quality, highly practical, economical, quick car - for a song!
Yep, I sure could handle one of these little mustas as an everyday metro blaster.
Eunos 800Mmmm
The Eunos 800M isn't the sort of car that's built to throw you back like a true, dedicated performance car. It is, however, a supremely quiet and smooth luxury saloon that packs a whole lot of innovation under the bonnet. I guarantee you: people always stop and ask questions when they see those twin intercoolers and the Eaton supercharger!
The 800M's 2.3-litre Miller-cycle engine, which operates with radical valve timing, generates a progressive 149kW of power, and puts it to the front wheels via a 4-speed automatic trans (no manual available). Creamy smooth is the best way to describe the whole process. The faint whine of the blower is the only audible indication that you've got your foot pressed hard down. It remains that whisper quiet even when you're running full throttle performance runs to 100 (which arrive in a claimed 9.3 seconds).
Under its inoffensive - but hardly inspiring - panels lie some typical Mazda-based suspension and brakes. Out back, the 800M feature's Mazdas electronic controlled 4WS system (which changes rear wheel phase depending on road speed). Traction control and 4 channel ABS are also standard fare, of course.
Inside, the Eunos reeks of luxury and modern styling cues. The dash is a sculpted sweeping item and the leather trim, fast glass, climate control are all what you'd expect from a car of this ilk. Surprisingly, though, you don't pay for it all when you're buying a used Eunos 800M - perhaps buyers are too scared of second-hand high technology. Nevertheless, a good 800M (most of them come with factory service records) will sell for between $30-40,000. That's a good saving on the $78,900 new price...
So go on - don't be scared!
BMW 750iL - Livin' Large
Back in the days when the first 750iL was a baby (a very large baby!), you either had to be a squillionaire or a high-finance King to afford one. The $200k-plus purchase price meant only the most well heeled could park their quality trousered butts in a 750iL. But, today, you can park your Levis jeans clad buttocks in those very same nappa leather lounge chairs. Prices now vary from around $32,000 to around 40 even. So - if your idea of luxury demands a V12 powered monster whose body extends over 5 metres - then you'll l-o-v-e the 750...
Under the far-reaching BMW bonnet ticks a silky-smooth 5.0 litre V12. Rated at 220kW and 450Nm, this immensely strong powerplant shows blatant disregard to the laws of physics. It converts a 1920kg auto-only luxo cruiser into a low-flying rocket with amazing 7.6 second 0-100, and 15-second quarter mile performance. Oh, and did I mention that it's governed to a top speed of 250km/h!
Although most early 750iL won't still present as-new, these vehicles really do carry the goods - electric seats, electric rear head restraints, climate control, electro-pneumatic suspension, 4 channel ABS and - who could forget - miles of high quality leather and hand polished timber. The rear seat offers, a one contemporary ad claimed, "unparalleled legroom and lounge room to its guests". And looking at the proportions of the cabin, it's easy to see why!
The BMW 750iL. A luxury limousine that can pin you back with merely a whiff of throttle - sounds like livin' to me! Just make sure you can still afford to maintain the sucker and keep pace with its 15.8 litre per 100km thirst...
And now we step up to 40-80,000 pesos...
Honda Odyssey V6L? I've gotta be out of this world!
Wipe those tears of laughter away, I haven't gone completely mad with this one. The fact is, Honda's V6 people-mover - the Odyssey - is a great hi-po buy for a committed family person who's trying to worm their way into something a little hot. The Odyssey V6L's low-emission 3-litre V6 and 5-speed tiptronic-style auto are one of the sweetest - and exciting - combinations around. I mean, how else can you accelerate a 1653kg people-mover to 100 kays in the mid 8s! Faster than many supposed "sports cars"...
Generating 154kW of power at 5800 rpm is no small thing - especially from a 3-litre engine. And it isn't one of those horrible peaky lumps either - this donk squats the Odyssey down on its rear suspension at any rpm (partly thanks to its wonderful always-on-it auto trans).
Punting the Odyssey hard is big fun. You invariably show an ear-to-ear grin in the disbelief that a little bus can be s-o good. Amazingly, this people scooter doesn't handle like it's over-powered either. Poised on double wishbones at each end, the V6L will understeer slightly - but it's something that's easily dialled-out. Driven smartly over rougher B-C grade roads, the Odyssey remains virtually unflappable.
Available new for $52,500, I haven't yet seen any of the current-model Odyssey V6Ls up for sale used - but there must have been a couple by now. I guess you could probably knock 5-10 thousand of that new sticker price - and have yourself a truly spectacular buy. But on top of all that performance, you receive four individual leather-trimmed bucket seats (plus a third row of leather rear seats), a leather steering wheel, in-dash CD stacker, cruise, remote locking, power windows, and climate control. It's all screwed together very nicely too.
If you want a good role model for what an Odyssey can be turned into, just take a look here. This built-for-Indy-parade Honda features sports suspension (reducing ride height by 70mm), Harrop cross-drilled brakes with Mugen pads, racing safety equipment and a hefty 150kg weight reduction. Aside from the wild new paint, this Odyssey's exterior sports a Honda Accessory Corporation body kit as well as 17-inch wheels with low-profile rubber.
Now that oughta get your imagination running!
Muchobishi 3000GT/FTO
Back in the days when the Skyline GT-R took to the street, poor ol' Mitsubishi didn't get the recognition they deserved for the 3000GT. Like the GT-R, this machine featured a multi-valve twin turbo intercooled engine (the 3000GT's is 3 litre as against 2.6), 5-speed 'box and drive to each wheel. The GT-R uses an electronic torque-split 4WD system, whereas the 3000GT uses a more predictable viscous-coupled centre diff (a la WRX and VR4).
On the road (or track), the 3000GT was a shot outa the gun. With a rosy-cheeked 206kW on tap, the GT got all its power to the tarmac cleanly and scooted off to hit 100 km/h in 5.9 seconds and did the quarter mile deed in 14.1. Not as quick as the GT-R - but not far behind. Probably the biggest thing going against the 3000GT, though, is its immense weight. This slows its acceleration and - of course - has an adverse effect on handling. Pushing the big 3000GT fast through corners, there's not much of a handling bias except for understeer.
On the outside, the 3000GT is a very large but quite attractive car. Its low flowing lines and serious dimensions give it the look of a modern American-style sports car. Yet - despite the 3000GT's acreage - its interior is surprisingly cramped. An unusual seating position and the sweptback windscreen means that the A-pillar (and B-pillar too) are just centimetres from your head. Still, this is a sports car and we have to make some sacrifices I suppose - like rear passenger and boot room as well...
Frequently modified in the US, the GT responds well to the usual intake, exhaust, intercooler and boost upgrades. With these in place, the 3000GT makes a storming high-speed flyer. And all starting with a used price of around 40 grand (depending on whether you're talking import or locally delivered)...
BMW 540i - the V8 middle-weight
We all know about the M version BMWs, but how close can you come to a mid-sized M without having to pay up all that extra cash for the badge? Here is the answer - the 540i.
This luxury tourer is belted along by yet another creamy BMW motor - this time, a 4-litre quad-cam V8 capable of generating a sizeable 210kW (at 5800 revs). Only 10kW less than the earlier 5.0 V12... Backing this is one of the most sophisticated transmissions around - a 5-speed electronically-controlled auto. Putting drive to a rear LSD, the 4-litre motor rustles up enough power to push the traditional 5-series body to 100 km/h in 7.8 seconds and cover the quarter in 15.6. And with a healthy 400Nm available at 4500 rpm, it's a car that delightful to drive. Response, bottom-end, mid-range and top-end - it's all there to be revelled in.
Underneath, the 540i keeps the same basic suspension treatment that was first seen in 1988 - although it does feature a lot more refinement. The description includes front struts with roll bar, and rear trailing arms with roll bar. Most 540s also come loaded with a sunroof, leather, electric seats, airbags and trip computer - in addition to the standard BMW features. One hundred and thirty six thousand dollars bought you a new 540i back in '94, but with face-lifted models now released, these early example can be purchased for around 50-60k. For an extra 2 thousand, we'd hook up a bigger exhaust to let the 4.0 breath a bit better - and sound a whole lot better.
After all, you do want to show that this is a V8 5-series...
Audi S24U
When you think of sporty Audi turbos, you usually stop at the old rally-going Quattro or the turbo'd A4. And that's fair enough. But there is another often under-rated qualifier - the 1995 S2 Coupe. Only a small number of Audi S2s were sold in Australia - and those that are now for sale used can be picked up for considerably less than their $110,00 new price (thank God!). One example we recently spotted was going for 55 even - and it took a fair while to sell even at that price... I reckon I'd be going into the dealer cash (or cheque) in hand to make a bit of a cheeky offer on an unusual car like this!
The S2 featured essentially the same mechanicals as the heavier Audi S4 sedan - a 5 cylinder, 20-valve engine boosted to extremes by a water-cooled turbocharger with an external wastegate (one of the few production turbocars to do so). This unusual package developed 169kW - and, when in "over-boost" mode, could hold over 300Nm of torque between 1800 and 5100 rpm. A fat torque curve to say the least! Teamed with a 6-speed manual gearbox, this engine made the S2 a veritable rocket ship. The available road test acceleration times are a bit shady though. Consider that the motoring press got the Audi S4 to crack 6.8 seconds 0-100 but - for some reason - the S2 (with the same engine and driveline, but minus about 150kg) took a leisurely 7.6... Hmmm. In reality, the S2 should take about 6-6.5 seconds to hit 100 and cover the quarter mile in about mid 14s.
So what's the S2's advantage over a much cheaper WRX, you're wondering? Well, a WRX doesn't come as well appointed as this... Leather, standard sunroof, carbon fibre trimming, cruise - and all the "usuals". The S2 also scores over a WRX by having a Torsen centre diff, rather than a simpler viscous unit. This served to reduce the Audi's turn-in understeer and allow for better mid-corner throttle control. Build quality is also light years ahead of the Impreza.
Unfortunately, the S2 isn't the sort of car the aftermarket tweaker can boost up as easily as most cars - it already runs high boost pressure. Instead, we'd concentrate on modifying the intake, exhaust and intercooler and reach another 50 (or so) kilowatts. Then you'd have a real classy coupe sleeper on your hands!
Elise Sport - with Nutrasweet lightener
Don't ever go and inspect a Lotus Elise with a magnet in hand, looking for rust... This little beauty is built up from an aluminium frame and uses all fibre-composite body sections (an approach aimed at minimising weight to maximise acceleration, handling and braking). The final result is a 2-seater purebred sports car that tops the kitchen scales at a mere 675kg. You want agility? Here it is!
If you love to go awfully quickly from point to point, then the Elise is a driver's dream. Slip on your driving gloves and cut loose - the Elise chassis dances with every input you give it (although it is quite reluctant to oversteer). The highly rigid spaceframe chassis locates upper and lower wishbone suspension and trailing toe-links on the rear for a little rear steer effect. It's all very finely tuned - as you'd expect from a Lotus. Braking the lightweight zipper are unique 282mm aluminium/metal matrix vented discs, while the fronts grip with Lotus/AP opposed piston calipers.
Propelling this pocket dynamo is an engine of surprisingly humble origins. It's based on none other than the DOHC, 16 valve 1.8 litre "K" motor, as found in the current model MG-F. Entry level Elises make do with a reasonable 88kW of power from this motor, however the Sport model - with a little extra tuning - ups the ante to 100kW (along with 176Nm). What's more interesting, however, is that the engine is mid-mounted and drives the rear wheels via a slick-shifting 5-speed transaxle. A great setup for the purist. Acceleration is quoted as 0-100 in 5.9 seconds, and it pushes to a (curiously low) top speed of around 200km/h.
Unfortunately, this little indulgence is well towards our 80k budget barrier. I've seen a couple of Elise Sports advertised (used) for the high 60s - though prices do appear to be dropping all the time. Check out the availability of some new demo Elises too. These vehicles often take some time to sell - giving you the best opportunity to end up with a genuine bargain! Ain't that what it's all about?
And that's it for the final part of my Weirdo Used. That orta give you something to think about...
Thanks to:Adelaide dealers Prestige Motors (+61 8 8269 2922), Sindrome (+61 8 8297 4111), Johnson's at Medindie (+61 8 8342 1688) and Cheney Dutton Motors (+61 8 8338 4344) for making the above cars available to be photographed.
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