This article originally ran in the December 2009 issue of Grassroots Motorsports.
I wonder if there is anything in the past decade that could be considered to add to that. BRZ/FRS maybe?
Photograph Courtesy Mazda
[Editor's note: This article originally ran in the December 2009 issue of Grassroots Motorsports.]
Our world may be defined by its people and events, but it’s hard to go far without wheels. It’s the cars that add the sights, sounds and smoke to motorsports.
Each automotive subculture seems to favor different machines. Some go for ’32 Fords and straight-axle Gassers, while others make a bee line for Hemi Challengers and big-block Chevelles. Our group tends to side with cars that handle: low, responsive and glued to the road.
We’ve been at this magazine thing for a quarter century now, and we’ve watched a steady procession of cars move through our scene. Some made their mark in a big, big way, while others kind of fizzled out soon after their introduction.
The ones with the real staying power have possessed the right attributes for our needs: speed, handling, versatility, durability and thrift. The ability to be upgraded and modified hasn’t hurt, either.
After much debate and deliberation, we have come up with the 25 cars that left the biggest impact on our automotive world. We even ranked them in order. In our opinion, these are the cars that should be celebrated. After all, they’re the stars of our scene.
Disagree? That’s cool. A little debate is good for the soul.
The traditional sports car scene was a stark place as the ’80s came to a close. The MGB as well as the Triumph TR7 and TR8 were long gone. Fiat had already left the building, while the Alfa Romeo Spider was on its last legs. The Porsche Boxster, Honda S2000 and Toyota MR2 Spyder didn’t yet exist.
Please give Mazda some applause for seeing a world that could still appreciate a top-down, two-place roadster. Their Miata arrived for the 1990 model year and pretty much rewrote the book.
A successful sports car didn’t need to posses a zillion horsepower or cost nearly as many dollars. It needed just a few important attributes, including a great suspension, willing engine and a light fighting weight. The fold-down top and rock-solid construction were merely bonuses.
The Miata has now been with us for 20 years and through two redesigns. Despite the march of time, the later cars uphold the original’s mission. And the early ones haven’t been cast away, either. They’re still successful at just about everything, from road racing to autocrossing to allowing enthusiasts to enjoy sunny drives. As our message board regulars often joke, the answer to nearly any question is “Miata.”
Photography credit: David S. Wallens
Few people like a showoff, but in the case of the BMW 3 Series, the motorsports community seems willing to make an exception. This car has excelled in just about every venue possible, from local autocrosses to Nürburgring and Spa.
Stateside, the model run traces its roots to the 1977 BMW 320i. The slightly larger yet much more capable E30-chassis cars showed up for 1984, and that’s when things really got cooking; the model line grew to include sedans, convertibles, coupes and even wagons.
Then there were the homologation M3 models: more power, bigger brakes and tighter suspensions. It’s like BMW could read our minds. At the other end of the spectrum, even the economy-minded 325e has its fans.
And here’s the final kicker: The 3 Series, no matter what the guise, still makes a great, practical daily driver. It can soak up the highway miles or fend off mind-numbing traffic. It even has a trunk and back seat. If there’s a piece of asphalt out there, the 3 Series can conquer it.
Photography credit: Chris Clark
The original Mini showed the world that front-wheel drive could be fun. Honda took that idea and ran toward the end zone—and then then left the stadium and ran a few more touchdowns at another stadium.
When the Civic first appeared for 1972, it set a new standard for the practical people mover. Enthusiasts didn’t ignore the car, but things really blew up after its 1984 redesign. Adding the two-place CRX to the lineup didn’t hurt. Suddenly the Civic became a pint-sized giant-killer. For a while there, the SCCA had the CRX battling Corvettes and Porsches in the Stock class.
The Civic and CRX were more than capable in stock trim—especially in Si guise—and could be upgraded thanks to a growing aftermarket. The Civic would eventually be the most modified car on the planet, leading the way during the ’90s tuner scene.
All this goodness wasn’t limited to cars wearing a Civic or CRX badge. The upsized Acura Integra—and even the del Sol—showed that the formula worked no matter what the footprint.
Photography credit: photosbyjuha.com
The Ford Mustang wasn't the first pony car to market—technically the Plymouth Barracuda arrived two weeks earlier—but it has remained a constant fixture since its release. While other 2+2 models have come and gone, the Mustang has pretty much remained true to its roots: snappy styling, nearly unlimited options and, for the most part, at least one available V8.
A huge aftermarket has supported the car since day one, and millions of Mustangs have taken to the track, whether they’re gobbling laps at a track day or making the grid at a pro race. Shelby helped launch that competition record back in the ’60s, and the car continues to do well with NASA, Grand Am and the SCCA. Pick any venue and you’ll find Mustangs involved.
Fuel crises and other distractions have come and gone, but the Mustang has remained part of the automotive landscape. The fact that it hasn’t morphed into something else only strengthens its street cred.
Photography credit: photosbyjuha.com
The Porsche 911 probably doesn’t make a ton of sense on paper, and many people question the company’s unwavering dedication to the rear-engined layout. But this one is more than the sum of its parts, as the driver is rewarded with telepathic steering, fantastic engine choices, and something that’s rarely touted in the reviews: nearly 360 degrees of amazing outward visibility.
Oh, and then there’s that hard-to-beat competition record. Since its release for the 1965 model year, the 911 has won everything, everywhere: Daytona, Sebring, Le Mans, Spa, Monte Carlo, Targa Florio and Nürburgring. Odds are strong that the 911 has also shined at your local autocross lot.
The names associated with the car are just as impressive: Andretti, Donohue, Redman, Foyt, Elford, Haywood and more. Championship drivers bred from our world include Randy Pobst, Andy Lally and Gary Thomason. True, the 911 may be an acquired taste, but the record books speak for its effectiveness.
Photography credit: David S. Wallens
The Corvette is often on the receiving end of a common backhanded comment: perhaps America’s best sports car. How about calling it what it truly is: one of the world’s best sports cars.
True, some of the interior bits always seem to come from the corporate parts bin. And okay, there were some soft years there in the ’70s and ’80s. For the most part, though, the total package is generally somewhere near brutal.
The competition record is impressive, too, and the car has been a fixture of our scene for decades. Go to any event held on pavement—track day, club race, autocross, whatever—and it’s more than likely some Corvettes will be taking names, transverse leaf springs and all. And we hate to play favorites, but even though faster models have been unleashed, we’ll always have a soft spot for the C5 Z06.
Photography credit: Gordon Jolley
Remember that big guy—complete with letterman jacket and Playskool’s My First Moustache—who used to torment all of the freshmen? That about sums up the Camaro: strong, brutish and often misunderstood. Okay, maybe it’s a little clumsy, too.
The Camaro’s success comes from its strength. It’s as simple as a bag of rocks, and nearly as effective a weapon, too. If you want to go fast, it’s hard to trump a torquey engine matched with a proven rear-drive layout.
Success in motorsports? Just about everywhere. The Camaro and its near twin, the Pontiac Firebird, have been winners in many venues, whether the sport involves cones, corners or the quarter mile.
Photography credit: Alex Groves
Sometimes good things really do come in small packages. The original Alec Issigonis-designed Mini lasted up through the tail end of the last millennium, and BMW, the latest owner of the brand, couldn’t let the nameplate fade away into the history books.
For the 2001 model year they unleashed a new MINI—now spelled in all caps for whatever reason—for a new generation. While not as small as the original, the new one was fairly tiny by the day’s standards—remember, this was just before the SUV market imploded.
Despite the MINI’s diminutive stature, it could pick on cars more than twice its size. Its chassis dynamics were a work of art, and in boosted Cooper S trim it offered impressive acceleration. While the MINI became popular with commuters and urbanites, racers quickly took to it, too. The car has been a regular front runner in autocross ever since.
Photography credit: Chris Clark
The Factory Five Roadster does a lot of things right, as it takes the attributes that make the Mustang so good—namely its V8 power—and packs them into a lightweight shell matched with a great chassis. The performance can range from breathtaking to downright silly, and it’s hard not to like that body shape.
The Factory Five has been a staple at track events for years, and NASA even has a spec class for the car. It can be a weekend cruiser or a track brute. It even works well with the stock 5.0 engine.
But the Factory Five has done so much more: It helped legitimize the kit car industry. True, there are still some flakes and crooks out there, but the crew from Wareham, Mass., showed that if true gearheads have their way, a kit car company can be successful while generating legions of fans.
Photography credit: David S. Wallens
Talk about a blank canvas. Since its 1970 introduction, Nissan’s Z-car has served enthusiasts well. Brock Racing Enterprises gave the model its first SCCA championships, while other teams like Bob Sharp Racing, Stillen and Electromotive kept the string alive in both the pro and amateur ranks.
The Z-car has also tackled autocross, drift, track events, drag racing and even Baja. Street versions have ranged from perfectly restored original cars to wild beasts sporting V8 engines, turbochargers or some combination thereof.
The Z-car left us after the 1996 season, and some figured that it had run its course. Fortunately it was just a hiatus, as the model has been a strong contender since its 2002 return.
Photography credit: Wayne Flynn
Close your eyes and think back to 25-plus years ago. It was a simpler era, a time before Segways, iPhones and Facebook updates. And back then, an 8-second zero-to-60 time was considered to be scorching.
The times were perfect for the VW Rabbit GTI. Already a staple in Europe, the GTI first arrived for our 1983 model year. It added all of the right bits to the already popular Rabbit package: more power, bigger brakes, aluminum wheels, blacked-out trim and stiffer suspension. And then there were those body-grabbing seats and that cool front spoiler.
The Rabbit GTI lasted two years here before it was replaced by the Golf version. The GTI may have picked up some pounds over the years, but subsequent boosts in horsepower have kept it a part of our scene.
Photography credit: Chris Clark
When the rotary-powered Mazda RX-7 first appeared for 1979, it changed our whole perception of the manufacturer. They went from being a car company to being a sports car company.
The RX-7 did everything it was asked. Sure, most examples spent their entire lives on the streets, but the car also worked well on the track, from the high banks of Daytona to rugged trails. It could autocross, road race and even run at the Salt Flats.
After three generations, the RX-7 left us following the 1995 model year, and we entered a sad, dark period. Fortunately, the release of the RX-8 for 2004 brought the rotary back to our shores.
Photography credit: Lorne Tresize
Subaru is another one of those companies that operated off the enthusiast radar for a while. Sure, they built some good machines back in the day, but for the most part they were limited to ski lodge parking lots. The Impreza, introduced here for 1993, got the blood moving but still lacked some excitement.
Subaru took another baby step for 1998 with the Impreza 2.5 RS. It wasn’t the fastest thing out there, but it was a nod in the right direction: a little more performance plus the right look.
When the Impreza got a new body for 2002, Subaru finally unleashed the WRX upon us. Now they had a winner. The car we all knew and loved thanks to “Gran Turismo” finally came stateside. The rest, as they say, is history.
Photography credit: Rupert Berrington
We have all watched spec series come and go, each one claiming to be the next best thing. Some have achieved rock god stardom, while others have fizzled out. Put SCCA’s Spec Racer class among the winners.
Aside from an engine change from Renault to Ford power about 15 years ago, these cars have remained largely unaltered since their 1984 debut. And with stability comes success. More than 850 of these single-seat racers have been delivered so far, with 46 cars competing at this fall’s Runoffs.
These tough, proven machines are still in production, and SCCA Enterprises will deliver one in kit form for $27,500. Thanks to their nearly unlimited service life, values for preowned examples have remained strong, making the Spec Racer a good motorsports investment as well.
Photography credit: Rupert Berrington
Two seats, a mid-engined layout and sexy sheet metal. We’re talking about a Porsche, Ferrari or Lotus, right? How about a Toyota? When the Toyota MR2 first appeared for 1985, it was a big deal for a company known to the U.S. masses as a producer of practical, family-oriented cars.
Where the original MR2 proved to be the perfect alternative to Honda’s CRX, the second-generation model was definitely a move upmarket. Slightly chunky proportions were replaced with lines that could have come from Ferrari. And being a Toyota, it drove just as nicely.
The MR2 left us after the 1995 model year, but it got one last gasp before disappearing for good. The 2000-’05 MR2 Spyder was a bit more back-to-basics. Curb weights were down—way down, in fact, to a few clicks above the 1-ton mark—and a fold-down roof was standard. The lack of storage space was the car’s Achilles heel, but those with who didn’t need to carry much found the car to be a very capable autocross weapon.
Photography credit: courtesy Lotus
The Lotus 7 is probably the quintessential sports car: room for two, a great engine and zero flab. Later models followed the less-is-more blueprint, but as the company entered the supercar wars of the ’70s and ’80s, things became a little less minimalist. We’re not calling the Esprit models fat, but curb weights passed the ton mark. That’s a lot of poundage for a Lotus.
The Elise brought the famed carmaker back to its roots. While it first appeared overseas in 1995, Lotus finally added a federalized version to its roster for the 2005 model year.
Wow, here was a car that, at a tick below 2000 pounds, made the Miata look bloated. The Toyota-powered Elise reintroduced American enthusiasts to the brand, and just a few years later the car has become a popular autocross and track weapon. Its success has helped its maker expand their lineup to include a nice range of lightweight, hardcore sports cars—just the way we like them.
Photography credit: David S. Wallens
For years American gearheads had heard the rumors of the Mitsubishi Lancer Evolution. Word was that a somewhat pedestrian four-door body hid a rally superstar. The one problem was that few of us had seen one in the flesh. It was the automotive equivalent of Sasquatch.
After a dozen years of such stories, the super Lancer made its grand entrance into the American market for the 2005 model year in Evo VIII guise. It fulfilled all of the hype. Despite its rally roots, the turbocharged, all-wheel-drive machine became an instant motorsports staple in many venues: autocross, road racing and track events. Yes, it did well in rallies, too.
Photography credit: Rupert Berrington
Chrysler and Mitsubishi have been sharing lunches since 1970, but most of those early ventures were aimed at bringing small, fuel-efficient vehicles stateside. The Mitsubishi Eclipse, Eagle Talon and Plymouth Laser—commonly known as the Diamond Star triplets—showed that the marriage could produce some sparks, too.
The three models arrived for 1990, and the order form contained some neat options, including a turbocharged engine and all-wheel drive—yes, the two could be ordered together. The DSM models quickly gave the ruling pony cars a run for their money; the turbo cars were fast right out of the box, and some simple tweaks yielded tire-shredding performance.
The original turbo Diamond Stars lasted through the 1999 model year, but by then the Plymouth version and all of Eagle had been phased out. Only the Eclipse nameplate would survive into this millennium. Fortunately plenty were built, making them today’s great low-buck performers.
Photography credit: Mark Langello
After a rough time during the ’70s, the humble Dodge Omni and its fraternal twin, the Plymouth Horizon, helped Chrysler regain its corporate footing. The cars were simple, practical and priced right—and when fitted with an optional turbocharged engine, they could be downright scalding.
The twins first appeared for the 1978 model year, and the non-turbo Omni GLH made its debut for 1984. While it received an improved suspension plus menacing looks, it was just a taste of what was to come. Chrysler added a turbocharger for the following year, and then the fun really began. Here was the definition of cheap speed, and as we regularly see at our Challenge competitions, these cars can easily—and inexpensively—run supercar-beating times at the drag strip. The GLH had one more year of production before leaving with a bang: Shelby built 500 copies of his GLHS for the 1986 model year.
The turbocharged Shadow carried that torch through the late ’80s and early ’90s until the Dodge Neon appeared. Like its forefathers, the Neon was inexpensive and fast. The optional ACR package added improved gearing, a stiffer suspension and a retuned ECU. Koni shocks were even standard on some years. And also like the cars before it, these performance-tuned Neons became wildly successful in the day’s autocross and road racing scenes.
Photography credit: Courtesy Honda
Hondas were fixtures in the enthusiast market through the ’80s and ’90s, but ironically the company hadn’t turned out a proper, traditional sports car since 1970. When the Honda S2000 arrived for 1999, all past sins were immediately forgiven.
The S2000 was a spunky sports car built according to Honda’s usual plan: lots of redline, minimum bulk and an extra dose of fit and finish. However, one part of the S2000’s history is largely un-Honda: The car saw a decade of production with very few changes. Honda increased engine displacement from 2.0 to 2.2 liters for 2004, but otherwise the year-by-year changes were relatively minimal.
The S2000 has enjoyed a healthy competition record since its debut, but before pulling the plug on the model at the end of 2009. Honda gave enthusiasts an optional track-ready version. This CR model added a stiffer suspension while jettisoning some creature comforts. An aero package helped limit lift. Is it fast? Well, one just took the SCCA’s Touring 3 national title.
Photography credit: John Swain
Some people have trouble using “Porsche” and “budget-friendly” in the same sentence, but a look through the company’s history books shows several models that fit the bill, including the 912, 914 and 924. The Boxster has continued that trend since its release for the 1997 season.
This wasn’t a stripped-down model barely worthy of the Porsche crest. The Boxster received a mid-engined layout, convertible top and breathtaking styling. The earliest models may have been a little weak in the engine department, but Porsche soon fixed that.
Was it a success? Well, it hasn’t yet won at Le Mans, but Boxster drivers have captured several SCCA Solo titles. And until the Cayenne came along, the Boxster was Porsche’s best-selling vehicle. Thanks to those healthy production numbers, used ones can be bought today for very fair prices.
Photography credit: David S. Wallens
The Toyota Corolla is the best-selling automotive nameplate in the world, and by virtue of the sheer volume sold it has had an effect on our motorsports world. The model making the biggest impact on the scene, however, would have to be the AE86-chassis GT-S version sold here from 1985 through 1987. The specs may not seem too impressive at first glance—2200 pounds, 112 horsepower and a live rear axle—but the car had the right mojo to become a hero among the drift crowd. It could seemingly do anything its driver wished.
And how does the Celica fit into all of this? While the models usually had their own distinct chassis, through the years the Celica and Corolla often shared bits and pieces. Think of the Celica as the sportier sibling.
Photography credit: David S. Wallens
The Nissan Sentra can trace it roots back to the 1982 model year, but for the most part it was totally ignored by enthusiast drivers. The 1991 Sentra SE-R changed all of that.
Sure, it was still boxy, but it was the good stuff inside that mattered. Its twin-cam engine produced 140 horsepower—quite a strong number for the time—while Nissan also added alloy wheels, a stiffer suspension and four-wheel-disc brakes. A limited-slip differential was standard.
The car quickly took to competition and scored some big wins. The original SE-R lasted through the 1994 model year, but the badge has been part of Nissan’s lineup pretty much through today.
Photography credit: photosbyjuha.com
Every good superhero needs a foe. Batman has the Joker, Superman has Lex Luther. For years, the Corvette operated without a worthy opponent—until the Dodge Viper showed up in 1992.
Where the Vette had a V8, the Viper received a V10. The new car was also bolder and even more extreme. It should have come from the dealer wearing a cape.
Two years after the Viper’s introduction, it already had its own track program, Skip Thomas’s Viper Days. The Viper Racing League soon followed, and today both programs are part of the North American Road Racing Association. The Viper can handle the pro ranks, too, with wins at Daytona and Le Mans back in the day; today, the Viper Competition Coupe can be found on SCCA Speed World Challenge grids.
Photography credit: headonphotos.com
Boxy doesn’t have to mean boring, staid or pedestrian. True, the average citizen sees these 200-, 700- and 900-series Volvos as once-common people-movers, but enthusiasts know the whole story.
First off, there are choices—lots of them: two doors, four doors, wagons and even Bertone-penned couples. Engine options include carburetors, fuel injection, gasoline, diesel, turbo fours and inline sixes. Not enough power? The small-block V8 is a popular swap—Paul Newman loved his.
Its professional touring car days may be long gone, but we still see these Swedish bricks competing in a range of events, from stage rally to the 24 Hours of Lemons. Properly modded, they can also become the ultimate street sleepers.
This article originally ran in the December 2009 issue of Grassroots Motorsports.
I wonder if there is anything in the past decade that could be considered to add to that. BRZ/FRS maybe?
Funny, the subtitle for the VW GTI is "Kick Some Asphalt"....And the photo shows a car kicking dirt
I would drop the DSM and the Sentra and install the BRZ twins and the Datsun 510.
Mr_Asa said:This article originally ran in the December 2009 issue of Grassroots Motorsports.
I wonder if there is anything in the past decade that could be considered to add to that. BRZ/FRS maybe?
twins could take the place of the celica corolla.
350/370z could replace the Sentra SE-R.
DSM could be dropped for the Focus/FiST
Even though the list is over a decade old, it's an incredibly modern list. The oldest version of any of those cars (excluding the Mustang- but the modern one was implied) was the late 70's between the Omni and RX7.
Ignoring the MG-T series, anything with a small British motor, Alfas, and pre-US Nissan Datsuns. And also the early hot-rods that were used for other racing. They made the scene in the first place.
This is more of a continuation that list, but it does span the magazines Auto-X and GRM. Which then makes it more accurate for the term "our".
Hard to add or subtract cars- so many choices.
Seems like lots of cheap Porsche builds , with Boxsters and 911 996 cheap with dead engines , there were always cheap 924-944 and even 928s.
I have only owned 5 cars on that list :(
spacecadet (Forum Supporter) said:
350/370z could replace the Sentra SE-R.
The Z is on the list.
ProDarwin said:spacecadet (Forum Supporter) said:
350/370z could replace the Sentra SE-R.
The Z is on the list.
indeed it is.. WHOOPS.
another thought... cayman needs to be added to the boxter line...
i think the neon and omni need to be replaced as does the sentra.. maybe the cellica stays and the sentra goes for the twins instead...
Owned 9 of them, not too shabby
Owned 11 of the 25 on that list. Have most of them still.
Displaying 1-10 of 55 commentsView all comments on the GRM forums
You'll need to log in to post.
