THEGAYUK

Tag: Vintage Car Review

We don’t just review brand new cars. Our motoring experts take a look at their favourite vintage and classic cars for review.

  • CAR REVIEW | 1996 Volkwagen Polo L

    Po-Low not so Mint for £70. The Gay UK’s First Car.

    CREDIT: Stuart M Bird

    Writing about cars and testing various marques might sound glamorous but beneath the glitz of a new car is the darker world of the second hand car market. Sometimes 7 hands. Sometimes even more.

    Working in the motor trade, from time to time you get offered some real gems. My current mobile is an old Golf that a customer wanted us to dispose off. l couldn’t allow that to happen. Four years later and a couple of mechanical failures later we are still together. That kind of thing doesn’t happen often. My ears pricked up when l heard another customer’s Volkswagen was going on the market and l decided to take a chance without the editors knowing. Oops.

    It’s called “Bangernomics”. In a nutshell it is to buy something cheap and hope for the best. More often than not it is done when you are in desperate need of some wheels. I’ve bought my fair share of bangers over the 20 odd years l have driven. Sometimes they come with an MOT longer than a month. Sometimes they come with some history. More often than not they are pieces of shit.

    For this dabble into bangernomics l give you The Gay UK’s first car purchase. A red 1996 Volkswagen Polo L for the princely sum of just £70. Or to put it another way, 7.3 days worth of train fare bought us a Volkswagen.

    CREDIT: Stuart M Bird

    For that money you don’t get electric windows. In fact none of the windows opened because the regulators had failed. There is no central locking because it is a poverty model and at present the boot does not open. Over inflate the tyres and there is your power steering and the glove box is now a very spacious hole because the lid is missing.

    All is not lost. What we do get for that £70 is a CD radio, remote adjustable door mirrors and it has some 10 months MOT. That’s it. No one said it was perfect. In fact no one said it was alright either.

    At the garage we scrutinised the car from 10 paces. You’ll not find any corrosion on Polo. The nearside rear wing my be a little rusty due to an altercation with an immovable object but that is it. Its once all over red paint I am sure was the talk of the showroom. Twenty years later and it has held up quite well for red paint that it. A colour that UV rays like to fade. This one did show signs of touch up here and there using parts from a blue car. Judging the car today you wonder how bad the donor car was if it kept this one alive!

    Amazingly, for an unloved, the interior is holding up quite well. I say quite well in as much as the fabrics still look capable of withstanding another 20 years. This car comes from a time when VW over engineered everything even down to the carpets. One air vent doesn’t quite aim in the direction you’d like it to.

    It started quite well on the drive home. That little engine of 998cc felt quite spritely. You could say it was eager. This enthusiasm soon died down. Actually the enthusiasm abruptly ended when the engine got warm. This was where the horrendous flat spot from 1/4 – 3/4 throttle became apparent.

    On the move is where you discover what it is like to drive a car that once had 50 brake horse power. Some of those horses have left either on their own accord or legged it to the lasagne factory. Those that have stayed are loyal horses that give you all they have and that isn’t much.

    Seriously it isn’t.

    The Polo struggled to go over 65mph and only gun-ho shouting, bouncing and rocking like some wild western cowboy managed to push those horses to give an extra 5mph. All that excitement was lost when 5th gear was selected some horse power that was made was lost while several horses took a mid drive nap.

    CREDIT: Stuart M Bird

    Small engined cars can bring out the best in you though. Once you find out how to get the momentum going you find it a game of cat and mouse to keep it going. With this you discover the handling of the Polo. That non-assisted steering is woefully indirect were grand gestures of the steering wheel are needed to navigate anything with a bend.

    It was good to know that the oil pressure light worked. What l did find after the thrash home was that there was hardly any oil in it. On removing the filler cap it was full of a mucky substance reminiscent to treacle. Thankfully it was not terminal or more worryingly a sign of a blown head gasket. Just good old fashioned lack of maintenance. Three litres of oil later – that is the equivalent to a full oil change –  and this annoying rattling noise sort of vanished. It did prove to me what an amazingly tough engine this Polo has.

    It’s motoring on a budget. Get over the failings and something like our Polo could work its way into your heart.

    CREDIT: Stuart M Bird

    To sum it up, is it any good? It is a dreadful car. I tried a social experiment and left it opened and unlocked everywhere I went. No one stole it. No one left me a couple of quid in it either. As a dumper car it’ll perform perfectly. It’ll take you and the dog to the park and back on a muddy wet day. Garden waste will not be a problem. You won’t loose any sleep scratching it while on the dump run. Trouble is I have a tendency to want to leave it there.

    Likes
    Cheap
    More reliable than public transport
    Park anywhere ability

    Loathes
    It’s a VW for £70. What is there to dislike?

    The Lowdown
    Car – Volkswagen Polo L
    Price – £70
    MPG – 40 I suppose
    Power – 30+ bhp probably
    0-62mph – Many seconds
    Top Speed – 70 mph
    Co2 – Some, probably quite a lot (g/km)

  • CAR REVIEW | Mercedes AMG A38

    As potential performance cars go, the first generation Mercedes A-Class is not a vehicle that immediately springs to mind.

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  • Long Lost Hatches: MG Metro Turbo

    Back in 1983, the affordable sports car was pretty much dead. A once thriving market was at its knees and MG was suffering. The MGB had been axed in 1980 and the Abingdon factory closed. The badge would live on although initially in a very different guise, a 3 door city car.

    Austin had introduced the Mini Metro in 1980 with the intention of replacing the much loved Mini. It was more spacious, safer and had much more contemporary styling, perfect ingredients to compete with Ford’s Fiesta and Renault’s 5. Seeing as there were hot versions of both of these, it made sense for British Leyland to go after them with an MG version of the Metro.

    The MG Metro was launched in 1982 with a worked over version of the venerable 1275cc A-Series. A cam change, head work and a bigger carb saw 71bhp from the 4 cylinder OHV motor. Clearly this wasn’t enough as in October of that year the MG Metro Turbo was introduced with 93bhp thanks to a Garrett T3 turbo. Lotus even had a hand in the uprated suspension and advanced (for the time at least) boost control.

    Metro Turbos were even entered into the British Touring Car Championship in the early 80’s. The race cars had around 200bhp, still from under 1.3 litres, and initially had full works support. Drivers included Tony Pond who would go on to compete in Group B rallying with the bonkers Metro 6R4 and F1 driver Martin Brundle. Although there were no major successes, they often kept up with and beat much larger more powerful machines.

    The Turbo was produced until 1990, with a facelift in 1984, the car suffered from problems throughout its life. The main reason why it needed the complex boost control was to lower torque below 4000rpm by limiting boost to 4psi. Above 4k, a controlled boost leak tricked the turbo’s wastegate into rasing pressure to 7psi, giving the headline power and torque figures. This was supposed to protect the standard 4 speed Metro gearbox from eating itself, something which still happened far too easily. Add poor build quality, frequent rust issues and unsurprisingly low residuals into the mix and they are a very rare sight on UK roads.

    Although technically a failure, British Leyland should be applauded for trying to produce a fairly sophisticated hot hatch with a limited budget at a very troubled time. It’s a fantastic slice of 80’s retro inside and out with its red carpets, red seatbelts, model-specific alloy wheels and subtle bodykit. Besides, handling by Lotus can never be a bad thing.

     

  • Forgotten Fast Cars: Fiat Tipo Sedicivalvole

    Ask anyone to name a hot Italian hatchback and they’ll probably say Lancia Delta Integrale. The Tipo Sedicivalvole shares much with the legendary Lancia. Not the turbo and 4 wheel drive sadly but much of the platform and a normally aspirated version of the 2.0 twin cam. But what does Sedicivalvole mean? Only the most important thing in late eighties/early nineties hot hatch badging; sixteen valves.

    The Tipo had been around since late 1988 and was a big step on from its predecessor the Strada/Ritmo, even if it did share the same basic platform (as did the Delta). The boxy styling gave exceptional room inside, it was 70% galvanised to stop the rust bunnies and even won European car of the year in 1989. Sadly what the car was lacking was a proper Golf GTI rival. Fiat produced a lukewarm 110bhp 1.8 litre 8 valve from 1989 and a warmer 1.8 16v with 138bhp from 1991, unfortunately the Tipo was a bit tubby.

    Although we don’t think of 1180 kilos (2601 lbs) as heavy for a modern car, back in the early 90s it was positively obese for a smallish hatch. Fiat had no choice but to drop in the 2.0 litre 16 valve lump from Lancia, upping power to 148bhp and reducing 0-60 to 8.4 seconds. As with all the best Italian engines, it looked pretty damn good too. Thanks to a slippery drag co-efficient of 0.31 top speed was 128mph, more than the Golf 16v. Handling was improved with 15″ alloy wheels and uprated suspension, braking was dealt with by all round discs that were vented up front.

    To distinguish it from the cooking models, the Sedicivalvole got more aggressive bumpers with a red pin stripe, side skirts, a more open grille and body coloured mirrors. Inside you avoided the questionable digital dash of some models, gaining a smattering of analogue dials instead along with a leather Momo steering wheel and the option of Recaro seats. According to the wonderfully 90’s dealer information video, there was a strong eco push too, the car receiving a 3 way catalytic converter that allowed it to comply with the 1983 American clean air act. Wow.

    So it was roomy, pretty well equipped, didn’t rust and was reasonably fast. So why has it been forgotten? For a start it looked a bit too much like the smaller Uno, for seconds the Italians still had a bit of a reputation when it came to reliability and for thirds it just wasn’t exciting enough. Still, if you do fancy one they can be found cheaply. The last one I saw was only £1450. I am strangely drawn to owning one however I fear it could only end one way, expensively.

     

    by Alan Taylor-Jones

  • USED CAR REVIEW: Mini One D: Fun, Ecomonical But Expensive

    For years, if you were after a premium supermini there was only one choice, BMW’s Mini. Launched a barely believable 14 years ago, the ‘New’ Mini was available in 3 main trim levels, One, Cooper and Cooper S.

    The majority of cars would leave the factory with a 1.6 petrol offering between 89 and 170 bhp, giving performance that ranged from reasonable to rapid. Power wasn’t the issue though, fuel economy was. It’s for this reason that I would suggest hunting out the much rarer first generation One D.

    Introduced in 2003 and produced up to 2006, the D came with a 1.4 litre turbocharged diesel engine good for 75 bhp and more importantly, over 50 mpg. This engine actually came from Toyota and was shared with the Yaris. As you would expect, this engine is virtually bulletproof and has the advantage of a chain driven cam. In layman’s terms, this means you avoid costly cambelt changes that are needed for most other cars. If 75bhp isn’t enough for you (0-60 takes almost 13 seconds) then look for a post 2005 car which gained another 20 bhp. The more powerful engine can be identified by a plastic engine cover that the lower powered model does without.

    If there’s one thing to remember, it’s that the Mini is not an overly practical car. There was no option of 5 doors, the boot is tiny and the rear seats are cramped. While long doors help make rear access a little easier, they are heavy and have no protective rubbing strips to save your paint. The interior is funky but the centre speedo is a pain to use and the toggle switches on the centre console easy to confuse.

    Behind the wheel, the One D has almost all of the qualities that make the petrol powered models so appealing. You sit almost sports car low behind a chunky leather steering wheel with the stick to the 6 speed gearbox within easy reach. Although the tractor noises coming from under the bonnet may seem a little out of place, the handling is pure Mini. Turn is excellent thanks to quick steering that provides ample feedback from the front tyres. The gearbox is a delight to use with well judged ratios and a shift action that feels mechanical and direct.

    The car I tested had stability control fitted which does an excellent job of keeping you on the straight and narrow, switch it off and you can feel the rear of the car helping you into and round corners although this never translates into full on oversteer unless you do something very silly. This leads to my main criticism, the chassis is almost too good for the power output of the car. Even on tyres that wouldn’t look out of place on a motorbike, you always get the feeling the car could take another 100 bhp or more. This is no surprise as the brakes and suspension are identical to that on a Cooper S which has another 100 bhp. Admittedly, the test car was the lower powered variant which doesn’t help, I think you’d have the same issue with the 95 bhp version though.

    It is of course running costs where the One D really shines. As mentioned, you can get well over 50 mpg without even trying and over 60 mpg if you have a particularly light right foot. Even someone as lead footed as me struggles to get less than 38 mpg around town which coupled to low(ish) road tax of £110 a year makes for a cheap to run car. Do check insurance quotes though, it’s in a much higher group than you might think. You’ll also find Mini’s are pretty expensive to buy, only high mileage cars dip below £2500 with the best nearing £5000 even at 9 years old. The good news is that Mini’s tend to hold on to this value and even the introduction of a new model doesn’t upset prices too much.

    Things to look out for are electrical gremlins, cars pulling to the left or right, shoddy gearchanges and noisy power steering. These issues seem to affect the older cars more although be wary of them on any test drive you might take. With the Mini being a premium product, they can be expensive to repair although a dealer should offer you a warranty if you are worried. The interior isn’t quite as well screwed together as you might think so expect the odd creak from the dashboard. The One was quite sparsely equipped as standard so look out for the Salt & Pepper packs which add alloy wheels, fog lights, rev counter and trip computer. Many other options were available so check specifications carefully. Find the right car and you’ll have a reliable, fun and stylish runaround that won’t break the bank.

     

    For: Fun to drive, economical & styling.

    Against: Expensive to buy, not overly practical & a bit slow.

  • CLASSIC CAR REVIEW: BMW 840Ci

    Fancy a luxurious, distinctive and powerful GT car for less than the price of a new Ford Fiesta? The 840Ci could be the car for you.

     

    The 8-Series, or E31 for the BMW geeks out there, was launched in 1989 after a long and expensive development period that started in the mid 80’s. Although it replaced the 6-Series as the flagship coupe it was a lot more expensive, competing with cars such as the Porsche 928 and Mercedes SEC. It was launched initially with a 5.0 litre V12 with the option of a smaller V8 a few years later.

    The first thing you notice as you approach the car is the sheer size of it, this is a big luxury coupe that occupies a lot of road space. As you duck down into the low set cabin, you are greeted by huge multi adjustable leather seats along with more buttons and digital displays than you can shake a stick at. The cabin is of a high quality but very 90’s and Germanic (read very, very black), thankfully the interior is lifted in this example with yellow piping on the seats. The 8 may be a 4 seater but not a spacious one, I’m 5’ 4” and just about fit comfortably in the back.

    On turning the key you are treated to a deep chested V8 rumble, helped on this car by a full stainless steel exhaust which also releases a few more ponies. A manual gearbox was available but most, including this one, were automatics. As you shift into drive and get onto the road you realise that this is totally in keeping with the character of the car. Even on low profile rubber the ride is comfortable while the engine has plenty of low down torque to allow you to mooch around effortlessly if not discreetly. The combination of loud exhaust and even louder paint mean you’ll be getting plenty of stares from passers-by.

    If you want to up the ante, you can move the gearstick over to manual mode. Instead of the car gently slurring its way to as high a gear as possible, you can hold gears to let the engine rev. Do this and you reveal a whole different side to the 840. Suddenly this luxury coupe starts to feel a lot more interesting, going from feeling brisk to pretty bloody fast. On paper it’s slower than many a modern hot hatch (0-60 in around 6.5 seconds) but on the road it always feels plenty. You’ll also get a much better soundtrack thanks to that V8, the engine developing a much harder almost NASCAR style exhaust note as it approaches 6000 rpm.

    Flick a switch on the transmission tunnel and the dampers stiffen to give much tighter body control, sharper turn in and less roll around corners. Couple this to accurate steering and you’ll soon find yourself carrying more and more speed around bends, helped by the width of the delicious 3 piece BBS wheels. Don’t confuse this for a sports car though, the steering while precise is lacking in feedback and you always feel the not inconsiderable weight while braking and turning. This is not a B road blaster.

    Prices today start at less than £4000 although the very best can command over £20,000. The stunning yellow example you see here is a later V8 engined car with 4.4 litres giving 286 bhp. Although less powerful than the V12 models, the lighter weight means performance is very similar unless you find a super rare 850CSi which came with nearly 400 bhp. One big plus point of the V8 is that the engine is a lot less complicated and so cheaper to repair. A repair bill in excess of £1000 isn’t unheard of though, there’s plenty of complicated electronics to go wrong and the early 4.0 litre V8s can suffer from serious engine issues.

    The good news is that classic insurance is cheap and values are on the up. Buy one today and as long as you look after it, you’ll probably be able to sell it for as much or more than you paid. Choose carefully and you’ll have a handsome, fast and luxurious GT that can cover huge distances comfortably. I guarantee you’ll never get bored of playing with the pop up lights either.