Published: May 11, 2015, 3:00 AM
Updated: November 23, 2021, 11:58 AM
10 cars for enthusiasts for under $20K
10 cars for enthusiasts for under $20K
▲
Manual transmissions becoming scarce
Sadly, for those of us who enjoy driving but have a limited budget, there are few new-car choices that offer any degree of excitement for less than $30,000. And most of them cost a lot more than that. Even manual transmissions are going the way of eight-track tapes (kids, ask your parents). In 2013, a scant 3.9 % of new models sold in the U.S. had a clutch. The numbers are higher in Canada – we have Quebec to thank – but who knows for how long. Performance-oriented automatics, handheld devices and stifling traffic have all contributed to hastening the end of the manual gearbox.
▲
Plenty of sporty cars in used market
Lucky for us, we have a vast used-vehicle market that offers all kinds of sporty cars that can satisfy driving enthusiasts, even those hankering for a stick-shift. Some can even make the drive to work fun, never mind jaunts on a favourite country road on Sunday morning. Here are 10 choice used models geared for enthusiasts that typically cost less than $20,000 – with or without a coveted (by us) manual gearbox. As always, reliability is a big factor in our choices, because a car is no fun at all when it’s perched on a service-bay hoist.
▲
2010-12 Volkswagen GTI
The sixth-generation Volkswagen GTI paid homage to the very first GTI with its golfball-sized shifter, plaid seats and distinctive red stripe highlighting the grille. And despite 35 years of weight gain, VW’s front-drive “hot hatch” recaptured the friskiness of the original thanks to its turbocharged and intercooled 2.0-litre DOHC four-cylinder engine, good for 200 horsepower and 207 lb-ft of torque. It featured Audi’s stratified direct fuel injection system, which squirted gasoline precisely into each cylinder for better combustion, economy and a cooler running engine that, in turn, permitted higher compression.
▲
2010-12 Volkswagen GTI
Buyers could choose between a conventional manual transmission and the fast-acting DSG automated manual, both with six gears. The DSG is two manual transmissions in parallel with two computer-controlled clutches; one works the odd gears, the other manages the evens for quicker shifts. Inside, the GTI impressed with its first-rate seating, primo materials and luxury appointments, such as the large-screen nav/entertainment system. Problems? There are some DSG transmission failures (in early models), oil consumption, injector failures, bad water and fuel pumps, short-lived wheel bearings and faulty radios. On the plus side, the refined GTI is a ball to drive. So call it a draw.
▲
2009-11 Acura TSX
Acura’s TSX is the European-market Honda Accord that won raves for its overachieving four-cylinder engine, balanced chassis and telepathic steering in 2004. It was followed by the second-generation TSX in 2009, which grew larger and heavier (like many of its fans). Honda’s venerable K-series 2.4-litre four-banger returned with a higher compression ratio to boost torque to 172 lb-ft, while horsepower dropped by four, making 201 horsepower. The slick six-speed manual transmission and five-speed automatic were retained. The TL’s 280-horsepower 3.5-litre V-6 joined the short options list for 2010, bundled exclusively with the automatic.
▲
2009-11 Acura TSX
Get the TSX with the stick. It’s not that quick (0-97 km/h in 6.7 seconds), but its stiff platform and well-sorted suspension can generate 0.86 g of grip, not bad for a front-driver shod with all-season tires. The electric-assisted steering can feel a little numb, though. And while the manual box is the very definition of snick-snick perfection, it’s geared low to aid acceleration, so fuel economy suffers a bit. Despite these weaknesses, the TSX is a rewarding driver’s car that’s zings to the redline with the same enthusiasm shown by Honda’s motorcycles. The quality level of the Japanese-made TSX is exceptional.
▲
2009-10 Subaru Impreza WRX
Subaru’s rally-inspired WRX was redesigned for 2008 and its 2.5-litre turbocharged four-cylinder was remapped for better throttle response, but still made 224 horsepower. The fat-fendered WRX STi produced 305 horsepower, thanks to more aggressive induction. Stung by criticism that the regular WRX was too softly sprung and dull, engineers buttoned down the suspension with aluminum pieces nicked from the STi and raised output to 265 horsepower in the manual-gearbox-equipped WRX for 2009.
▲
2009-10 Subaru Impreza WRX
That was the ticket. The 2008 WRX could sprint to highway velocity in 5.8 seconds, while the retuned 2009 model made it in a scant 4.7 seconds – quicker even than the fierce STi, whose more complex AWD system bogged things down a tick. The WRX invites hard-driving abuse, but Subies are generally sturdy. Still, watch for short-lived clutches, failed a/c compressors, poor-sounding audio systems, chipped paint and interior rattles. STi owners have reported piston and ring-land cracks, often preceded by telltale oil consumption. For maximum enjoyment, stick with the regular-strength WRX.
▲
2008-10 Infiniti G37
Infiniti cranked up the brand’s performance appeal for 2008 by reshaping its comely coupe and adding displacement to the VQ35 V-6 engine with a longer piston stroke, resulting in 330 horsepower. The larger G37 engine had some of its noise, vibration and harshness exorcised, too. Being rear-wheel-drive, the G37 is a balanced machine thanks to Nissan’s FM chassis that situates the V-6 behind the front axle. The G37 also benefited from capable Brembo brakes to scrub off speed deftly.
▲
2008-10 Infiniti G37
Despite the car’s rather weighty presence, zero to 97 km/h came up in 5.3 seconds with the manual transmission and 5.8 seconds with the automatic. The steering was judged telepathic, although the ride quality displayed by Sport models was deemed a little harsh. Built in Tochigi, Japan, the Infiniti G37 has been remarkably reliable. The few owner gripes focus on warped brake rotors, loose weatherstripping, frequent wheel alignments and interior rattles. A truculent clutch may be traced to a prematurely worn clutch slave cylinder.
▲
2008-09 Audi TT
For the second coming of the Bauhaus-inspired Audi TT coupe and roadster in 2008, a combination of cast, extruded and sheet aluminum resulted in a light and stiff structure. Thanks to its Aluminum Space Frame construction, the Golf-based unibody benefited from enhanced torsional rigidity and crash survivability. What impressed many shoppers was Audi’s attention to detail inside. The TT’s larger exterior dimensions yielded a more accommodating cabin with high-quality materials. There was room for two munchkins in the back seat, although the space was best suited for toting groceries.
▲
2008-09 Audi TT
The base engine was Audi/VW’s 2.0T direct-injection 2.0-litre turbocharged four-cylinder producing 200 horsepower and 207 lb-ft of torque. Optional was a 250-horsepower 3.2-litre V-6 that shoehorned into the TT’s engine bay thanks to its narrow, 15-degree block angle. The V-6 came bundled with Quattro all-wheel drive, while the 2.0T spun only the front tires, working through Audi’s S-tronic automated transmission (the 3.2 Quattro offered a traditional six-speed manual gearbox). Zero to 97 km/h came up in 6.0 seconds in the front-drive 2.0T, while the heavier V-6 Quattro took 5.8 seconds. Watch for oil consumption, faulty ignition switches and tail lamp clusters, lousy radios/Bluetooth and some bent alloy wheels. Cabrio owners reported broken “flap” motors that power the top.
▲
2006-10 Mazda MX-5
Mazda recast the MX-5 Miata, the world’s most popular sports car, to give its growing fans a roomier sports car for 2006. The wheelbase was stretched 6 cm for better legroom and the body was 4 cm longer and wider. Its rear-drive chassis was 47% more resistant to twisting, yet weight gain was limited to 25 kg, belying predictions of a more slothful Miata. The Mazda3’s 2.0-litre DOHC four cylinder provided 167 horsepower and 140 lb-ft of torque, thanks to a two-stage intake manifold to boost low-end grunt. It was enough to coax the sprightly roadster to 97 km/h in 6.5 seconds.
▲
2006-10 Mazda MX-5
The snickity five-speed and six-speed manual gearboxes remained among the best shifters in the world, while the optional six-speed automatic offered shift paddles. With Canada’s harsh winters in mind, Mazda unveiled a retractable hardtop model for 2007. In addition to being a talented driver’s car, the MX-5 is devoutly dependable. Buyers should watch for clutch wear and clutch chatter, though. Some newer models came with run-flat tires that transmitted a punishing ride. Cabin water leaks may be traced to blocked drainage holes located at the rear parcel shelf. The rest is pure driving bliss.
▲
2010-13 Hyundai Genesis Coupe
Hyundai raised eyebrows in 2008 with its Genesis luxury sedan that channeled BMW’s 5-Series. Surprise number two was the astonishingly sporting Genesis Coupe spun off the same rear-drive chassis, but with 12 centimetres removed from the wheelbase. MacPherson struts replaced the sedan’s four-link front suspension, while the independent multilink rear suspension remained intact. The coupe, released in 2009, bore the classic proportions of a pony car: long hood, short deck and a pair of big doors to ease entry into the back seat. To preserve rigidity, Hyundai resisted the temptation to make it a hatchback.
▲
2010-13 Hyundai Genesis Coupe
The 2.0T used a turbocharged and intercooled 2.0-litre DOHC four-cylinder engine that bore a passing resemblance to Mitsubishi’s Evo powerplant, but making a more docile 210 horsepower and 223 lb-ft of torque. The upgrade was the sedan’s aluminum 3.8-litre DOHC V-6 making 306 horsepower and 266 lb-ft of twist. A six-speed manual gearbox came standard with either engine. The 2.0T could be mated with a five-speed automatic, while the V-6 teamed with an optional ZF six-speed autobox with paddle shifters. Early models suffered from a few poorly shifting transmissions, which Hyundai rectified with warranty replacements. Other owner grievances included tire wear and alignment issues, poor Bluetooth connections and interior rattles.
▲
2000-05 Honda S2000
Honda’s slick S2000 two-seater roadster was incredibly rigid thanks to its X-shaped steel chassis reinforcement, while its lightweight aluminum engine squatted behind the front axle to achieve ideal 50/50 weight distribution. Almost unheard of for a Honda, the S2000 scorched its rear tires and not the fronts. Its 2.0-litre four-cylinder engine provided 120 horsepower-per-litre (240 horsepower in total) – the highest specific output (hp/L) of any engine at the time, without the aid of turbos or superchargers. Torque was modest at just 153 lb-ft, way up at 7500 rpm.
▲
2000-05 Honda S2000
The S2000 could lunge to 97 km/h in 5.6 seconds, but it required 8000 rpm-plus shifts, which shortened clutch life (a six-speed manual was the only gearbox). Honda addressed the torque deficit starting in 2004, when it increased the stroke. Longer piston travel begat more torque, producing 167 lb-ft out of 2.2 litres. The few mechanical issues included spark plugs backing out of early engines, oil consumption, new synchronizers to address gear clash and – surprise – premature clutch and tire wear. The lightweight fabric top has been known to leak, so owners are accustomed to handwashing their roadsters, considered a labour of love.
▲
2008-11 BMW 1 Series
Billed as a genuine descendant of the hallowed 2002tii coupe, BMW’s 1 Series was introduced in 2008 to establish a new entry-level Bimmer. The 1 was 23 cm shorter than the 3 Series coupe and 3.5 cm narrower, riding on a wheelbase that was 10 cm shorter. With 90 fewer kilograms to lug around, enthusiasts are correct to believe the fun quotient is higher. That’s because BMW North America passed on the car’s four-cylinder engines in favour of the marque’s renowned in-line sixes. The base 128i employed the aluminum-and-magnesium 3.0-litre six cylinder, good for 230 horsepower, while the 135i featured the 300-horsepower twin-turbocharged version of the 3.0.
▲
2008-11 BMW 1 Series
The 1 Series used the same front strut suspension and multilink-rear setup as the 3, but there’s no limited-slip differential; instead, wheelspin is mitigated using electronic stability controls. The 128i sprints to 97 km/h in 5.8 seconds, while the 135i can scorch the earth on its way to highway velocity in 4.7 seconds. A six-speed manual transmission was standard, while a six-speed automatic was optional. Unfortunately, the 135i’s twin-turbo six is notorious for its failure-prone fuel pump and oil consumption. The base model is the more reliable buy, although buyers should watch for malfunctioning tail lamps, poor radios and speakers, malfunctioning air conditioners and window regulators.
▲
2010-11 Mazdaspeed 3
Mazda needed a hot hatch to bolster its “Zoom-Zoom” branding, so the popular Mazda 3 got tapped for the assignment. The high-performance Mazdaspeed 3 was a hit when it debuted in 2007, so product planners ensured the redesigned 3 for 2010 got a Mazdaspeed version. Making a return engagement was the same turbocharged 2.3-litre four-cylinder engine that cranks out 263 horsepower and 280 lb-ft of glorious torque. Mechanical updates included new electric steering assist, revised manual-transmission gear ratios and new controls to mitigate the car's torque-steer, since all of that power went directly to the front tires.
▲
2010-11 Mazdaspeed 3
The whole thing got wrapped in the new 3’s hatchback bodywork, complete with its demented-clown grin, but fans are able to overlook the fascia in favour of the functioning hood scoop that’s a harbinger of good things, such as 0 to 97 km/h in 5.8 seconds, 0.92 g of lateral grip and excellent stopping power. Despite the electronic aids, the torque steer is still pronounced, which doesn’t compare well to more refined cars like VW’s GTI. The Mazdaspeed offers a more visceral experience with its noisy engine, scalpel-like steering and smoking tires. At the same time, the Japanese-sourced Speed 3 does not disappoint in terms of reliability, though watch for worn clutches.
▲
null
