Porsche Boxster 987

A Porsche Boxster over a Honda S2000? Who’d have thought

This post was supposed to be about the Honda S2000, a good-looking two-seater that I thought would be easily within reach now that the better examples are some 8 to 10 years old. Well put together with Honda’s track record for reliability still intact, it certainly appealed to my sensibilities. It wasn’t as good as Merc’s SLK nor Porsche’s Boxster, but then it wasn’t as expensive, about half the price in the case of the Porsche.

Originally priced around AUD$73k, Red Book suggests an S2000 from 2008 should be between $20-28k. So I was somewhat surprised to find only two 2008 examples offered for sale at an eye watering $49k and $54k respectively. Not only was this twice what I was expecting, but I could get hold of a similar mileage Boxster for less. Either I am missing something and this is a car to keep, or there are some pretty greedy sellers out there. Supply and demand I guess. Nonetheless, bugger the Honda, I’ll go for the Porsche thank you.

Yes, I know all the car mags suggest that you buy a Porsche Boxster only because you can’t afford a 911, and no doubt that is true. The benefit, however, of the Boxster’s flat six mid-engine layout means there’s no surprises for the driver when you push it that bit too far, or when you take your foot off the pedal mid-corner. Something most 911 drivers will know about, and at my age, one less risk.

The 987, available from 2005-2012, was more powerful than the first model, with increased capacity to 2.7 litres and 176 kW in the standard car. The S had to wait a couple of years before its power plant increased to 3.4 litres, pumping out a very useful 216 kW.  In 2009, Porsche upgraded it again, beefing up the engine to 2.9 litres, and 3.5 litres in the S. This meant the 0-100 dash could now be reached in a mere 5.9 seconds in the standard manual, whilst the S dispatched it in only 5.3 seconds.

Interestingly, 2009 was the year that electronic gear changes finally broke the back of the 6 speed manual with the introduction of the new PDK transmission. A far better system than Porsche’s old Tiptronic option, the 7 speed double clutch box eclipsed its stick shift rival to 100 km/h by a fraction of a second only, but it was enough for most buyers to begin to ditch the manual. As you’d expect, power increased too, up to 188 kW for the standard car, and 228 kW for the S.

Courtesy of en.tugbit.com
Courtesy of en.tugbit.com

So, are you buying a villain or a hero? Well, by most accounts, the Boxster has proven exceptionally reliable. Data out of the UK suggest that MOT passes, their equivalent to the Aussie pink slip, stand at 82% for early 2005 examples and a brilliant 91% for cars built in 2010.

It seems that you are also better off looking for a higher mileage options. Boxsters prefer to be used regularly, otherwise can suffer oil leaks, failed batteries and corroded brakes. On the outside, they are very well-built as you’d expect but if you notice any blemishes, take it as a sign it has not been looked after and it will most probably run more than just skin deep.

Ensure that the car has been maintained by a qualified Porsche technician, as they do require a reasonable level of expertise. So factor this in to your considerations, both for the future and over its history. It’s more expensive but likely worth it.

Porsche Boxster S
Courtesy of freefoto.com

So let’s take a look around.

First up the roof.  It should work smoothly, but broken push rods can be a common problem. They are not too pricey to replace, certainly not if you go for an after-market option, but it’s a pain nonetheless. If you see any water damage around the base inside the car, be aware that a leak may have reached the ECU, and this will not be cheap if it needs replacing. Whilst you are at it, ensure all the lights and indicators are working too, as they seem to be the most common vehicle check failures.

Check the cooling vents and ducts at the front of the car as they often get overlooked and can collect a lot of gunk. If not checked and cleaned out regularly, the airways can get blocked and you’re left staring at a bill to replace the radiator.

The transmission is generally very reliable, but you’ll know there is a problem if the gear change and clutch is stiff in the manual, or you hear a humming or clicking sound coming from the rear in the auto models.

Porsche Boxsters do seem to chew up its coil springs though, so listen out for any suspension knocks and check that the car looks nice and level.

More expensive issues can be an RMS (Rear Main Seal) failure – an oil leak from the gearbox which, in itself, isn’t too much of an issue but it requires the box to be removed in order to repair it. A potentially more damaging issue is an IMS (Intermediate Shaft) bearing failure which can kill the engine if left unchecked. Luckily, this seems to be more of a Cayman issue, with only a few early 987’s affected. Subsequently, Porsche remedied the problem in 2006 by moving the bearing inside the crank case and this has proven a far stronger set up.

So what do owners consider the costliest aspect of enjoying this car?

Maintenance by a qualified Porsche technician, the cost of decent tyres and ancillaries such as the water pump bearings or an IMS upgrade.

Most forums suggest that, if maintained regularly, a Boxster is a very friendly daily drive. If you budget AUD$2000 – 3000 per year for maintenance you should be enjoying open top driving for a long time to come.

More Information & Forums:

Revolution Porsche in the UK goes in to more detail should you need it.

Cost of Ownership of a Boxster S


BMW E39 M5

How to cure a cold in only a few minutes? Just add power

Used Price – E39 (1998-2003) – $38,000 – 60,000

Current Price – F10 M5 – $230,000

It’s been 2 years since I was introduced to James. We’d met at the auction with a common goal of trying to get the best price for a Quattro I’d written an article about some weeks before. James was in the enviable position of being a previous owner of many auto exotica, including two quite beautiful Ferrari’s, but he had always owned a BMW, “because they just work.” His current Bimmer, as then, is quite probably the best sporting saloon car ever made, the BMW E39 M5 but he hasn’t been ready to show his pride and joy off until now.


The E39 M5 was the first to be produced at BMW’s mainstream production line in Dingolfing, Germany, highlighting that it was intended to be the most useable drive on a daily basis, but with a kick when you really needed it. That kick came in V8 form, normally aspirated, producing 294 kW (394 bhp) and 500 Nm of torque, via a 6-speed manual and it’s rear wheels. 100 km/h came up in a mere 4.8 seconds and if delimited it had the potential to reach 300 km/h.

Impressive right? Well not quite enough for James. Whilst not a racer, he does enjoy a track day and he needed something a little extra. A supercharger would do it, along with Supersprint headers, Schrick cams, a reinforced differential brace, adjustable Koni shock absorbers, adjustable sway bars, a lightweight flywheel and a race clutch. But being an accountant he didn’t like frightening the neighbours, so also installed Milltek exhausts with vacuum operated valves to keep it quiet around town. A short shift gearbox was next because the standard one was just too long and slow to snick in, and he followed this up with an enlarged radiator and oil cooler to keep the extra heat in check. Custom made wider wheels, front and rear, topped off the package and once he’d debadged the car as much as he could – because he is not a show off – he was almost ready.

IMG_4996 (2)

“There’s a little surprise,” he said, holding a plastic watering can and unscrewing what I thought was the washer tank. “Methanol burns really cold, and helps to cool things a little more.” Just cooling James? “Well maybe it helps add about 10% more power.”

That ‘help’, according to James’ mechanic, brings torque up to around 700 Nm and 466 kW (625 bhp) and bothers even V8 Supercars out of the way down Phillip Island’s straight.

After warming the oil and driving sedately around town to get some heat into the tyres, we find a nice little loop that includes a relatively traffic free entrance and exit to the freeway in order to test the accelerating powers of his teutonic project.

“Don’t be frightened of it Mike,” James says, obviously aware that I am feeling a tad nervous about wrapping his car around some lamp post, “it’s meant to be floored.”


bmw m5

The noise alone is intimidating enough, but flooring this thing to it’s red line, a red line that goes all the way to 7,300 rpm (as opposed to the standard 7000) is sweaty palm time indeed. My first attempt is anaemic by James’ standard and I excuse myself by explaining I just need to get a feel for it. Rolling around again, I steel myself and begin accelerating hard at the apex of the first corner and bury my foot into the carpet as the straight comes into view. Out of the corner of my eye, I see James grab for the roof handle, nervously perhaps, I am not sure, but with the red line fast approaching I just have time to change up into third and be pushed into the seat as hard as anything I have ever driven before. The car in the distance is quickly reached and I slam on the brakes before any damage can be done.

“I think I am getting the hang of it now James,” I say smiling from ear to ear.

Third time around I get on the power even quicker and this time I feel the wheels squirming, desperately searching for traction in both second and third gears, and we snake up the road in a fiendish bellow of noise and smoking rubber at wharp-like speed. We are both laughing hysterically as the adrenaline kicks in and I never want this day to end.

Though power is what this car is all about, I am somewhat in awe with how well composed it is at normal speeds, on rickety roads and over speed humps. It is supple and compliant and you can quite literally take your granny to church in it without her ever feeling uncomfortable.

“I took my dad out in it once for a decent drive up a mountain, and all he had to say was that it was a little bumpy in the back seat, as we bottomed out around the bends up the hill. We’d been doing speeds of up to 230km/h but he apparently didn’t notice or care”

After a couple more loops, I feel I have got some measure of this monster. Its tyres are now properly up to temperature and that snaking from earlier under hard acceleration transforms into grippy, mind-bending shunts up the hill. Please omnipotent deity, if you exist, let this road transform into a track so that I can taste the remaining 3 gears and then add a few corners in for good measure. Eastern Creek would be nice. But all good things come to an end and I sadly, but contentedly, turn for James’ home, happy that I still have my licence, and hoping that I have not disappointed James with my driving.

So what does all this machinery cost? James bought the car some years back with only 19,000 kms on the clock for around $125k. He spent a further $25k or so getting it to where it is today, so it is certainly not cheap. That said, you can find an E39 M5 for around $40k these days and James recommends that you spend around $15k to improve its brakes, the exhaust and cooling systems. You might not get as much power as this example, but you will certainly find joy and excitement, safe in the knowledge that it is designed to be used everyday.

James did admit that the engine had to be changed 30,000 km’s ago. It’s a common issue among M5’s that it’s big end can go every 50,000 km’s or so, if driven hard. And let’s face it, why have one of these cars and not drive it energetically. The forums, such as M5board.com, provide some great advice and suggest installing stronger big-end bolts and replacing the rod bearings every once in a while. James was told that a new donk would set him back some $45k and a rebuild a wallet wilting $65k. He rang BMW and because he is such a nice man, going about it in a nice way, BMW agreed to supply a new engine for only $22k. When asked why he was given such a discount, he was told that as he approached the matter in a professional manner, they do have some flexibility with the cost. So there is a lesson there for us all, I think.

Other BMW bargains can be found in the US. The rear view mirror for instance contains some trickery for dimming, and will set you back over $700 to replace. A bloke in Texas builds replicas and charges only $99 plus postage. So owning a car like this need not be for the super-elite, if you do your homework.

For me though, I woke up with a stinking cold but after an hour of heart pumping hilarity, I felt 100% better. Thank you James, thank you very much.




IMG_4988 (1)


Jaguar S-Type-R

I want an XFR. I really want an XFR-S. And, as an earlier post suggests, I’d also go for the new XJR, not because it looks better, which I am in two minds about, but because it can better accommodate the family. Just.

Of course trumping all these would be the new F-Type-R, or the FTR as some would have it. But for that I would have to choose only one in the brood to accompany me, and that sounds like a recipe for much shouting and gnashing of teeth.

By now no doubt you’ve noticed the common thread. I seem to have a fetish with the modern Jaguar range. Is it because of my English heritage? Am I a sucker for punishment? Are they just over-priced gadgets that ultimately spend more time leaking on your garage floor? Do they break down as soon as you look at them once the warranty expires?

Jaguar S Type R

There was a time when all the above was true, particularly during the 1970’s and early 80’s. You needed your wits about you to avoid an example made on a Friday for instance, much like a Dagenham Dustbin (a name given to a Ford built from that Essex town on the last day of the working week).

But things have improved since then. The current crop from Coventry can only be said to possess rude health with only the spectre of depreciation hanging around their collective neck. Unfortunately for me, they are not depreciating quickly enough, propped up as their prices are by Australia’s luxury car tax and all the pricey Euro brands ripping us off over foreign exchange (see my blog from last year).

So what to do? Where can I get my Jaguar fix at a reasonable price? The X-type doesn’t really do it for me, especially since I can get a Mondeo for a much better price and it’s essentially the same car. The XK is wonderful but impractical. The XJ X300 and X350 are fantastic, but I don’t think I am ready for one of those yet. So I am left with the S-Type and its contrived styling nod to the old mark 2.

I used to like it but as time wore on, I found it aged badly. However, out of all this uncertainty someone decided to do what Jaguar used to do best. They focused on driver enjoyment. They increased the power output with an all new 4.2 supercharged V8 engine, replacing the old and more troublesome 4.0 litre jobby. They added more weight and feel to the steering and attached a new 6-speed ZF gearbox that transformed the car into a true M5 challenger. They beefed up the styling making what was once rather an effeminate shape that, from the rear, looked as though its pants were falling down, into something far sportier. Its stubby derriere now shouted testosterone and aggression. They built the S-Type-R.

My only issue with it at the time was that Jag dumped the manual clutch option entirely but those who drove it, seemed to forgive this indiscretion. Its ride and stopping ability coupled to its rear wheel driven playfulness made up for it. Quite simply it was the best car Jaguar had made for a long time.

jaguar s type r in black

Initially offered for sale in 2002, the car had a make-over in 2004 and this seemed to improve the car’s little nagging problems, mostly electrical. Generally considered to be robust and durable, certainly from 2004 and when compared to earlier model Jags, it seems to me that the boys who were planning the XF and what we see on sale today, had a large hand in its production.

Though it was no slouch, hitting 100km/h in 5.3 seconds, it wasn’t as quick as an M5 and, arguably, neither was it as focused. But, where as the M5 would rattle your teeth over anything other than smooth tarmac, the Jag had the ability, through its active suspension, to waft you around at cruising speeds and then hunker down when you really felt the urge. And when you did, you’d be treated to 80% of its 553Nm of torque from a mere 1500rpm. At 3,500rpm you’d be pushed hard into the seat as the supercharger took hold and the cabin was bathed in its distinctive whine. Some loved the noise, others less so, but with 400bhp (281kW) on tap you’d be hearing it quite often. But that is part of its character and you don’t buy a Jag if you don’t want character.

Over 15 months the S-type R proved to be a terrific all-rounder. The about-town stuff and the long-distance hauls it would take in its stride. The seats were superb, the ride taut but never crashy, refinement high. It was a heavy car (1800kg) and it felt it, too, so even with 400bhp you had to really prod the engine to make it fly. But fly it did, and few things on the road were quicker. I thought I might tire of the slightly whiny supercharger, but I didn’t mind it at all; and I came to love the wonderful V8 woofle … – Peter Tomalin evo Magazine

You also got exclusivity. Far fewer were bought compared to an M5, maybe for fear it would breakdown. Except they didn’t, well perhaps a few of the earlier models, but the facelifted versions from 2004 are awash with praise from the forums and, ultimately, a realisation of expectation, which is what it is all about, I guess.

jaguar s-type-r interior

Today, you can pick up a 2002 model from as little as $24,000 but that would come with over 150,000kms, and almost certainly expensive wear and tear. But double that and you can get a 2005 model with just over 50,000kms on the clock. Originally priced at around $169,000, that is a hefty reduction and you can probably knock off another $5k or so by using the research on this site.

As ever, make sure it has a full service history. Ask about any transmission issues, especially any lurching (see Research by clicking the link below for more information). Its ZF gearbox, though excellent, had been prone to electrical problems when new, but these would have been diagnosed and rectified by now. This was not solely a Jag issue either. BMW had problems with the gearbox and it seems that it was simply a software glitch.

Every forum I have read urges all owners to find a trusted repair and service centre. Not every mechanic understands these cars and it is definitely worth joining forums and asking the question of its readers. Dealers have been known to be less than accommodating, so a specialist can often be the way forward, especially for cars getting on in age.

Find a good one, and you may never look back. It is old school Jaguar but in a good way, and I think evo’s Mr. Tomalin says it best about his long termer;

Just because it’s taken Jaguar bosses 30 years to realise that people still like priapic sports cars, don’t take it out on the S-type R. It’s not just a very good car, but a very good Jaguar.

For more research and a list of useful forums, go to http://wp.me/p3rCxt-ho

jaguar s type r
By: Jaguar MENA


Mercedes CLS 500 (C218/219)

Mercedes CLS 500 – The best looking Merc?

I have a problem with Mercedes drivers. Well one in particular, the driver ahead of me on the Pacific Highway just south of Griffith, who has purchased a Mercedes CLS 500 but refuses to explore its depths of acceleration. Rather, he prefers to pull out when an overtaking lane arises and sticks at the same speed as the car he is apparently attempting to overtake. The words ‘city’ and ‘wanker’ escape from my lips and I try to cover them up with a cough before my youngest daughter picks them up.

These drivers enrage me. Why in hell do they even bother pulling out if they simply want to keep at the same speed? Equally, why do the drivers of the cars he is trying to pass decide to speed up when the brief two lane carriageway arrives, only then to decelerate when it ends? The lane width is the same and is designed for cars to drive at the speed limit people, not 5 to 10 km/h less, but on the limit.

I have to calm myself by stuffing yet another lolly in my mouth and open the window to get some fresh air.

I’ve never really liked the look of Mercs though. Well except for the Pagoda roof SL. And the 300 SL Gullwing. And the 300 SL Roadster.  And the 500 SL. So, at risk of sounding all Python-esque, apart from the SL’s then, they always seemed to be rather boring looking, old man type cars.  Square jawed, wonderfully made they have been but for overweight businessmen.

Mercedes cls500

Then in 2004 something wonderful happened. The designers in Stuttgart must have just returned from a lengthy, boozy holiday in Italy, or possibly France, and drunk on wine penned the CLS. And it took an American to do it too, for as the story goes, the original concept was meant for a Dodge model, not a barnstormer from Baden-Württemberg. Luckily someone nicked it off the Yanks before it was named the Gillette, or some such nonsense, and the most attractive Mercedes in years was born. A curvaceous coupe that, after having a five litre engine shoe horned into it, was given not two but four doors. Who had ever heard of such a thing? A coupe with space for two extra passengers and a way to easily and graciously get in and out of it, as long as the rear passengers were under six foot that is. You see, that wonderfully sloping roof does have its draw backs, but who cares when you’re driving it.


Initially two engine variants were offered; the 5 litre and an entry level 3.5 litre, but soon a 3 litre V6 diesel was added and then the mad men at AMG got hold of it and added the 55 and the simply bonkers C63 to the range. However, we are concerned with the 500 here, simply because of cost. No doubt we would all plump for the AMG if we had a lazy $75-120,000 available (at today’s second hand prices), but this site is concerned with affordable cars, so the miserly 500 V8 it is then. And honestly speaking, does a second slower up to 100 km/h really make that much difference? They are all limited to the same top speed so let’s assume it doesn’t. The 500 will sprint to 100 in a mere 6.1 seconds, reducing to 5.4 a year or so later with a new 5.5 litre engine. The AMG’s would do it in 4.7 and 4.5 respectively, so come on who is counting?

Power everything came as standard, as did expensive low profile tyres. However, parking sensors were only an option, so it is important you source a car with these included because you will need them. The angles of the car slope in such a way that it is difficult to ascertain where bumper stops and scrapes begin. It is also very much a four seat car, so families of five have no chance, so bear this in mind. Yes, rear passengers may not have much of a view, due to the high waistline and large seats and head rests in front of them, but tell them to desist with their moaning and enjoy the cossetting ride and comfy armchair provided.

But what is it like to drive?

Based on the E-class platform, Top Speed tells us that “Stuttgart widened the E-Class’ track, lowered its center of gravity, fitted larger wheels and brakes, and gave the CLS’ variable assistance rack and pinion steering system a faster ratio.”

Autocar at the time said it had “effortless torque and relentless acceleration.” It’s “slick seven-speed transmission kicks down a couple of ratios under full throttle, [and] you could be forgiven for thinking AMG has had a hand in the V8’s development. A near-perfect transmission and 530Nm of torque give the CLS relentless acceleration from any speed.

So it drives well then. Though this is no sports car, it is a grand tourer but Mercedes ensured it could take the corners as well as any car of its size and then many that are smaller and perceived to be more nimble.

For cars registered between 2005 and 2008 prices range from an amazing $39,999 for a vehicle with around 135,000 kms on the clock, up to around $60,000 with a mere 45,000 kms. If you bought a new one today, you would have to fork out $230,000 so for a wait of between six and eight years you can realise a 75% discount. Most available in Australia have driven just under 100,000 kms and are priced around the $45-50k mark.

So what’s wrong with them?

In a few words – not a lot. Though the CLS was based on the E-class, luckily it does not share its rather dubious reputation for reliability. The forums are low on noted problems and high on praise. However, as with any car so heavily electrically assisted, my Landie included, these things can go wrong in time, so switch on everything, press every button and test to see everything works.

There have been some reported issues with the automatic gearbox sticking in gear and at one point the CLS was recalled for possible faulty brake pedals, a loss of engine power, airbags not deploying as they should and the odd fuel leak. The brake issue was traced to faulty wiring within the Sensotronic control unit, and there was a faulty crankshaft sensor on cars built in 2006 and 2007 that led to the power loss. However, these issues should all have been dealt with at the time, so it is unlikely you’ll find them 7-8 years on.

So all in all, if you have a spare $40-50k and don’t take a look at one of these beauties, you should have your head examined. That is unless you are of the ilk of the aforementioned driver on the Pacific Highway, in which case, you should be shot at dawn for even considering it. Go buy yourself a Holden Barina, for then at least you’d spend more time at the service station getting it fixed than taking up valuable road space.


Audi Quattro: The Original

audi ur quattro

The Ur-Quattro

The Ur-Quattro, or Original Quattro, arrived in 1980 and took rallying to a whole new dimension, dominating the sport for over two years. It was the first rally car to take advantage of new four-wheel drive rules and spawned panic amongst its rivals to catch up. This reached fever pitch with the advent of Class B rallying between 1982 and 1986 when such monsters as the Ford RS200, Metro RS4, Lancia Delta S4 and of course the Sport Quattro S1 arrived.

These cars travelled so fast along winding, slippery, often mountainous roads they appeared to defy laws of gravity and adhesion. To give you an idea of how fast Class B became, Henri Toivonen once famously tested his Delta S4 at the Estoril Grand Prix track with a lap time that would have put him sixth on the F1 grid, in a rally car. Turbo’s could be boosted to 5 bars or more and horsepower easily eclipsed 500 in race form. 1000 was apparently quite possible. Now this amount of power is all well and good in a race involving long straights and steady left handers, say NASCAR for instance, or something similarly boring. But on a forest track covered in mud, ice, snow, water, gravel and more often than not involving hairpin bends over blind crests? I am sure you get my drift, no pun intended, these were accidents waiting to happen.

Sadly all too soon for Toivonen in 1986, who flew off a thin strip of tarmac high up a Corsican hillside at speeds barely imaginable, taking his co-driver with him. Overnight the era of the Rally Supercar ended and these powerful machines became obsolete.

However, one sport’s loss became the consumer’s benefit with the opportunity to emulate our rallying heroes by purchasing one of these cars that were only very slightly modified for road use. Lancia sold its Delta as the Integrale, Ford as the RS200 and

Audi with its Quattro. In its original guise it came with a 2,144 cc, 10 valve turbocharged in-line 5 pot engine, or WR as it became known, and it is this example I am about to jump into.

audi quattro

In fact I am about to drive a car whose original owner was none other than

a former Australian Formula 1 driver, and winner of the Le Mans 24 hours, Vern Schuppan.

Sitting low in a its dated but hugely comfortable leather chair, you notice the wheel is set slightly left of centre but the pedals are perfectly positioned directly in front of you and spaced ideally for heel and toeing. No doubt Vern would have been a dab hand at left foot braking, but with Ian from Shannons sitting beside me there was no chance of that today.

The dash ahead of me is pure Audi of old, no different to an 80CD I owned many years ago or a mate’s 90 Quattro. Turning the key and hearing that 5 pot rumble immediately took me back to my teen years and my yearning to own one of these iconic cars. Depressing the clutch I half expect a work out for my thigh, but not so. It’s as light as any modern day car and snicking it into first heralded the typical mechanical clunky feel that all Audi’s had at the time. Not particularly smooth nor solid, but its an Audi, they don’t go wrong.

Pulling away, the sound emanating from those twin pipes still shames any contemporary V8 and considering the car is now 33 years old you’d expect the odd rattle and perhaps some loss in power. Blipping the throttle it doesn’t sound much has past it by, but the lag is more pronounceable than I thought. I have to remind myself this is normal of all early turbos, even of supercars.

Unfortunately the back roads around Artarmon are busy with trucks and traffic lights, but with a hill and some space in front of me, I floor it as much as I dare, half expecting Ian to tut in disapproval. It doesn’t come, and the question concerning its power is answered with a strong surge in second up to 60. Third is some distance away, surprisingly, but fourth is a quick pull back and we’re travelling smoothly, bathed in its inline din.

Sounds good, I shout to Ian. He agrees and I think both of us wish for a local track to delve down and put it through its paces.


audi quattro

Sadly the test drive is all too short but it is obvious this car has been well looked after. It rides the atrocious concrete slabs, synonymous of this area, with barely a shudder of disapproval and shakes off the inconvenience of mini roundabouts with the nonchalence of a gorilla swatting a bug. The last one I come to I drop down to second and gave it some welly, with window down and a wall across from me, that noise, the drama, just makes me want to drive this thing further and faster. Shame its not in red though.

The car is being auctioned at Shannons of Artarmon on May 6. Visit http://www.shannons.com.au/auctions for more information.



Check out the Research category for more information about typical costs, repairs and what to look out for, click here:


Recommended Service Centres:

Eagle & Raymond Automotive  – 1/14 Brennan Close, Asquith NSW 2077‎m

(02) 9477 1500
 audi quattro bulge