Used Car Advice: Hot Hatches (December 2007)

The combination of a powerful engine, sports suspension, a distinctive appearance and hatchback practicality has exerted immense street appeal ever since Volkswagen invented the 'hot hatch' concept back in 1976 with the first Golf GTi.

Indeed the Golf became so popular that the shorthand term for hot hatches quickly became 'GTi' -- as in, 'what sort of GTi have yer got, then?' Makers such as Peugeot, Opel and Ford were quickly into the act but the Japanese took their time.

A GTi was great to drive, especially on twisty roads while demanding no compromise either at the supermarket or at the bowser.

This new type of sportscar took longer to achieve popularity in Australia, perhaps because we didn't get the Golf GTi in any volume until 1990. By 1987 even Suzuki was into the action with its diminutive but giant-killing Swift GTi complete with DOHC 16-valve 1.3-litre engine -- which astonished many drivers of larger cars in production car racing.

Meanwhile Peugeot took a different tack with its 1.9-litre 205 GTi, lighter on the revs but big on torque; around a track there was nothing between this pair. In the late 1980s a time of 9.0sec from 0-100km/h was still considered quick.

Then in 1994 a new turbocharged all-wheel drive machine arrived in Australia to begin a steady redefinition of what constituted 'hot'. This was, of course, the Subaru Impreza WRX (available in both sedan and 'hatch' variants -- the latter being more like an abbreviated wagon). Forget the crook looks, this V8-thrashing newcomer produced 155kW from its 2.0-litre 'boxer' engine, punching from zero to 100 clicks in six seconds plus a lickety-split.

Having newly entered its third-generation, the WRX has not moved the performance game much further forward in 13 years. But numerous rivals come within a second or so of the zero to 100 split that was headline news in 1994 and offer equal or superior driver involvement.

Mostly, they are also cheaper to buy. WRX fans are legion, but there are many lovers of European cars who would not consider buying one. To be frank, the image is not all it could be with the 'Rex' long favoured by bank robbers and street racers with questionable taste in vehicle customisation and thunderous music. Doof doof!

Subaru has positioned its latest WRX much closer to European rivals such as the Golf GTi, but the older cars have a highly visible presence.
 
So, if you have up to $30K burning a hole in your denims, and a cap in your hand (which can be worn forwards or backwards), which three to four year-old pre-loved hatch should you choose? The answer depends a great deal on what kind of driving you do.

Let's start with Subaru's cult car.

SUBARU IMPREZA WRX HATCH MY03 (more here)
Subaru has the habit of giving all its cars a 'model year' moniker, generally introducing the next year's variant in the third of fourth quarter of the preceding year. Thus the MY03 WRX made its debut in December 2002, priced at $42,940.

This model was far better than its round-eyed predecessor with a neater frontal appearance and a significant boost in performance.

The first of the 'New Generation' WRXs (MY01) was widely regarded as a backward step, having stacked on both weight and extra ugliness. Zero-100km/h took more like 7.5sec.

But the MY03 regained the performance level of the 1990s first generation cars. With 168kW of power and a handy 300Nm of torque, the WRX performs effortlessly provided you keep the revs north of 2500rpm.

Fuel economy is only fair and you will rarely average better than 9.0lt/100km on a trip. Frequent activation of the turbocharger is costly at the PULP pump.

Handling is go-kart sharp and so is the ride. The all-wheel-drive system means a much greater margin of grip and safety in slippery conditions, which must be regarded as a major positive. The steering delivers excellent feel but the gear change is notchy.

There is a slightly low rent feel to the interior, although the seats are quite good.

The MY03 WRX is the perfect choice for the driver who wants to have an occasional track day or who spends a majority of the time on well-surfaced roads. Ride quality is mediocre to poor, which can make this a tiring car on long journeys.

Closer to a small wagon than a true hatchback, the WRX hatch swallows a decent load of luggage.

Expect to pay $28-29K for a tidy example with 55,000-plus kilometres beneath its 17-inch alloys.

Search for used Subaru Impreza WRX cars for sale here

VOLKSWAGEN GOLF GTi (more here)
The current Golf GTI is regarded by many experts as superior to a Subaru WRX but few would make that claim for its predecessor, the Golf IV model which went on sale here in March 1999. That's because the old GTi's ride is almost as hard as you experience in a WRX and additionally blighted by kickback over bad bumps, especially during spirited cornering.

Overall, the Golf is a neat handler but you wouldn't describe it as dynamically brilliant. The steering delivers less feel than is expected in this class of car and the overall driving experience is a notch or two down on the WRX.

There is good torque of 210Nm, which is available from very low rpm, so the Golf is tractable and possesses a fair turn of speed, despite a modest 110kW of power from its 2.0-litre turbocharged engine.

Indeed torque is its strength and the 0-100km/h time of 8.4sec is below average for the class. Fuel economy is good and it is easy to use less than 8.0L/100km on a trip.

The buyer who is turned off the WRX by its look-at-me exterior and cheapish interior may well respond to the Golf's tailored subtlety. Volkswagen is among the industry leaders when it comes to elegant, understated interior design, and this feels like a dearer car than the Subaru, despite costing just $36,990 in 2003.

As a four year-old, it is significantly less expensive and $25K should get you a beauty.

FORD FOCUS ST170 (more here)
Ford Australia was very late bringing the charismatic Focus to market and the hot hatch ST170 was no longer a new design by the time it arrived here in May 2003, priced at $37,000.

The '170' sadly refers not to kW but horsepower and with just 127kW the ST170 was never going to beat a WRX in a straight line. Maximum torque is also modest at 196Nm and, even worse, it does not arrive until 5500rpm.

No torquefest, the ST170 does have a great exhaust note and a fantastic gearchange. An 0-100 acceleration time of 8.5sec places the ST170 towards the bottom of our octet.

Nevertheless, the focussed Ford has plenty going for it, starting with the distinctive styling topped off by classy 17-inch alloys. Opinions differ over the interior design but it is strikingly individual and harmonises well with the New Edge exterior.

The six-speed gearbox is a welcome feature which enables the naturally-aspirated 2.0-litre engine to deliver its modest best. Don't expect a significant benefit in fuel economy because the gearing is aimed at maximising acceleration. On a trip the ST170 will use around 8.0L/100km, which is average for the class.

Where the Focus challenges for victory in this company is in its dynamics. Not only is this one of the best handling front-wheel drive cars but it also manages to ride well. The steering is a thing of absolute joy.

In summary, the stylish ST170 is a real driver's car which demands few compromises of its other occupants, besides having just two doors.

Less sought after than some of the others here because less known about, the ST170 represents good buying with prices slipping below $20K.

HOLDEN ASTRA SRi (more here)
If the Holden versus Ford tribalism also applies to the European members of the range then the logical rival for the Focus ST170 must be the Astra TS SRi.

Sold between May 2003 and July 2004, the turbocharged Astra is somewhat more like a European WRX than the subtle sportiness of the Focus. It is firm of ride and possessed of a slightly hotrod demeanour.

Although the SRi can't quite keep company with the MY03 Subaru it is very close to the round-headlight MY01 and MY02 models. This Opel-turned-Holden pumps out 250Nm of torque right through from an impressively low 1950-5600 rpm. And it has 147kW of power. The 0-100km/h sprint takes 7.3sec.

Frequent access to such turbocharged grunt brings a penalty and you need to drive gently to use any less than 9.0L/100km on a trip.

The interior is enlivened with leather upholstery and faux suede on the centre console, but this won't be your reason for buying one. Significantly quicker in a straight line than the ST170, this Astra has an overtly sporty character and a raw, eager feel. It is a flat handler with good steering feel, although it lacks the dynamic poise of the Focus and the sheer cornering speed of the WRX (especially if the road is wet).

Available now for around $20K, the Astra SRi looks like value for the hot hatch buyer who wants a turbocharger, but not a WRX.

Search for used Holden Astra SRi cars for sale here

MINI COOPER S (more here)
The Cooper S is almost as much of a cult car as the Impreza WRX.

Unique in appearance, inside and out, it is as unmistakable as the New Beetle. Introduced here in May 2002, the Cooper S scored an upgrade in August of the following year, acquiring cruise control and a multi-function steering wheel as standard.

Despite being several sizes larger than the original Mini, this 21st century device delivers very much the same kind of driving experience, but in spades. One glance at the instrument panel tells you this car is special and that the designers had a field day.

The weakest aspects of the $39,990 Cooper S are its packaging and engine performance.

There is no room for adults in the rear unless the people up front compromise their comfort significantly. Luggage space is also at a premium.

Although the acceleration time of 7.9sec 0-100km/h is better than the class average, the figure is deceptive because the Cooper S never feels particularly quick unless driven absolutely flat out. Maximum power is 120kW but torque is just 210Nm.

Under most conditions, you have to work the six-speed gearbox fairly hard which is all part of the fun because the gearchange is great. The handling though is an absolute blast with more of a go-kart feel than you get from a WRX and more feel from the steering. The bouncy ride is somehow in character.

This is a car you take for a drive because you want to. When it comes to doing interstate trips, there is less fun to be had. The engine drones somewhat and the fuel economy is poor at about 10.0L/100km on a trip unless a feather-light foot is applied to the throttle -- difficult in a car as involving as the Cooper S.

You don't buy one of these cars to be practical. Expect to pay $26-27K and to embark on a long-term automotive love affair.

PEUGEOT 206 GTi 180 (more here)
It is surprising how much difference that '180' makes to the 206 GTi. The extra 30 kW of power (total 130kW) and 12Nm of torque (202Nm) over the standard issue GTi make it a full second quicker in the sprint to 100km/h at 7.4 seconds.

There are wider wheels and new front guards to accommodate them. And while the standard GTi feels rather underdone in the surprise and delight factor, the '180' variant has plenty of nice interior and exterior accoutrements such as an instrument binnacle trimmed in leather with prominent stitching, stainless steel pedals (a rarer touch in 2003 than now) and seats which mix leather, Alcantara and mesh.

Overall presentation is excellent for a car that commanded $34,990 at its launch in January 2004 and there is plenty of value to be seen at its current price in the $23-24K range.

Handling is accurate and roadholding exceptional but somehow this car is not involving as you might expect, especially if you ever tried its 205 GTi predecessor.

Ride comfort is about average for the class, which means superior to the WRX's. There is good weight and feel to the steering. It is, however, like its 207 GTi successor, a car that really cries out for a close-ratio six-speed gearbox.

On Fun To Drive Factor, the 206 GTi 180 is below the Cooper S and the Focus ST170 but well ahead of the Golf GTi. So how does it compare to its deadliest rival, the Renault Clio Sport 182?   

RENAULT CLIO SPORT 182 (more here)
There are plenty of enthusiasts who rate the Renault ahead of the rest for its absolutely engaging character and sense of being purpose-built for the job.

Every one of these cars represents a development of a more basic, less powerful shopping trolley (although there is no base MINI on sale in Australia) but it is probably the Clio Sport 182, introduced here in August 2004, that makes it easiest to forget that.

Although the interior lacks the charisma of some rivals -- notably the Cooper S -- it has the best seats in the group, grippy and nicely trimmed in a mix of leather and Alcantara. At 1090kg the Clio is the lightest here and uses 131kW of power and 200Nm of torque to great effect, especially in the higher rpm range.

The steering is accurate, if sometimes marred by torque steer as the front wheels fight to get so much grunt to the road.

In standard form, this is the car that feels closest to a track weapon. Its handling is superb, with great turn in and very high cornering speeds. Surprisingly, the ride is relatively supple without the sharpness of the Subaru or the bounciness of the Cooper S.

Thanks to its light weight, the Clio Sport 182 is easily the least thirsty of all. And while the WRX invites WRC fantasies, the Renault has that distant link with F1.

Not surprisingly it holds its value very well, having come to market in September 2004 at just $32,990. Now you'll pay $26K.

HONDA INTEGRA TYPE R (more here)
Launched here in August 2001, the fourth-generation Integra Type R is among the older designs of this octet but continues to dazzle.

Weighing just 1160kg but with 147kW of power beneath the bonnet and the ability to rev to 8200rpm, it is an exhilarating performer, although a lack of lowdown torque explains why 0-100km/h takes 7.7sec. Indeed, maximum torque of just 192Nm does not arrive until the tacho hits six grand, so this is a peaky engine.

The six-speed gearbox is a delight, perhaps the best of this bunch. Recaro seats are standard and will prove too snug for larger drivers.

The Type R compromises everyday driving in favour of track days. Its steering is remarkably heavy and plagued by excessive torque steer. The ride is firm to harsh and mid-corner bumps can catch the suspension out.

On smooth roads the Type R handles impressively but there are a few in the group that are even more agile.

Overall it is considerably less of a weapon than the WRX or the Clio, while far less dynamically poised than the Focus. Depreciation is the good news and a 2003 model that cost $43,990 new has come back to the field and now commands $29K.

THE CARSALES NETWORK'S PICK OF THE BUNCH
The Driver's Choice
Unless you live near a snow resort or so far out in the sticks that tarmac roads are rare, the Clio Sport 182 gets the nod ahead of the WRX and the Cooper S.

The Sensible Choice
Again, it is the Renault. Light, amazingly agile, thrilling to drive, economical and spacious, it is the 'value buy' here. Second place is a toss up between the WRX and the ridiculously affordable Focus ST170.

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