106 Rallye Monthly Report

Total Mileage: 125,898

Mileage This Month: 874

Costs This Month: £100 (MOT)

This month's seen a fair amount of use for the beloved Rallye. Unseasonably good weather's meant I've had plenty of opportunities to roll it out of its garage.

As I reported last month, there was an air of pessimism around due to the MOT. Turns out I needn't have been too worried, because it passed its test with only some minor welding needing doing. The total came to a very reasonable £100, and I for one was very relieved.

A celebratory drive ensued on my favourite local roads and still the novelty of driving the car hasn't worn off. Every drive's an occasion, and every time I'm in it I get to revel in that beautiful non-power assisted steering. Honestly, it's quite possibly the best steering I've ever driven. It's so direct and alert to the tiniest of inputs, and constantly gives me impeccable feedback.

What with its insignificant weight and lack of creature comforts, it just goes to show that in the Rallye's case, less really is more.

A Petrolhead Retirement

Browsing the Pistonheads classifieds one afternoon got me thinking: if I won the lottery, or was ever in the position to be able to buy a fleet of cars, what exactly would I choose? If you’re into cars, I’d bet every penny to my name that you’ve often wondered what it’d be like to be in such a privileged position and what you’d choose to buy.

Paul Savage is in that exact hallowed position. After forging a successful career in the haulage industry, in 2009 he sold up and is enjoying retirement. At 63, he’s living the dream of every petrolhead. Approaching his substantial estate on the outskirts of Huddersfield, there’s even a purpose-built outbuilding to house his prized collection.

The first garage door opens. Hiding behind is an immaculate Imperial Blue Escort RS Cosworth. Head-on its oval bonnet vents and squat stance strike a mean pose, but this is just a hint of what’s hiding in the gloom to its left. The second door is opened, and a gleaming orange 997 GT3 RS comes dazzling into view with its vibrant hue. Even what is arguably one of the greatest road cars ever made pales into relative insignificance with the third member of Paul’s fleet, the gorgeous Ferrari 355.

We’ll come to the exotics later, so let’s start with the iconic Ford. Seeing one in the metal’s a real treat, because although they can now be had for just £10,000, this one’s absolutely pristine and would be worth much more as it’s just covered its 30,000^th mile. It’s quite simply the indomitable icon of a generation.

Its looks are still as controversial now as they were when it was unveiled, almost 20 years ago. Hot hatches follow a tried and tested recipe over their lesser-engined siblings of packing a bigger visual punch, but with an air of subtlety to them at the same time. The Cosworth is completely different to this method, and the huge whale-tail on its back is an absurd addition, but I absolutely love it. The rest is dominated by the usual side-skirts and flared-arched treatment, and the front’s got a chunky splitter and those evocative oval bonnet vents.

Inside, it’s typically dated but the Recaro seats still give a reassuring clasp in all the right places. You’re high up in the Cosworth though which is far from perfect and the steering wheel is on a slant, so first impressions of its ergonomics aren’t great.

Its turbocharged 2.0 engine sounds rough and gruff on tickover, but a few flexes of a right foot gives a pleasing roar. Its 217bhp isn’t impressive in today’s world of over-powered hot hatches, but between 3000-6000rpm it feels properly fast. The noise is addictive and this is where the Cosworth does its best work, as there’s a huge amount of turbo lag below 3000rpm.

There’s a nice old-school feel to it too. The steering’s direct and well-weighted but its four wheel drive system robs it of true compelling fluency. Although the system gives a secure feel and great traction, there’s definitely a sense of understeer when pushing on.

‘I bought this car in 2005 as I’ve always been a fan of fast Fords, and for me this is the ultimate example of that. Its looks aren’t for everyone, and it does have its faults but there’s a lovable nature to how it goes about its business and the attention it generates is surreal. It’s still fast too; 0-60 in 6.2 seconds or so is still quick by today’s standards.’

Paul sums up the car perfectly. Although it’s not as dynamically sharp as it once was due to today’s incredible hot hatches, the Cosworth is such an icon you can forgive its few flaws. There’s much turbo lag so it’s predictable, but its character and aura surrounding its crazy curves is always the underlying thought.

Next up is the glorious first generation of the 997-shaped GT3 RS. Painted in orange with its gleaming gloss black alloys, there’s an orange roll cage, ludicrously tight bucket seats with harnesses, alcantara everywhere and even a fire extinguisher in the foot well. As far as road cars go, this Porsche takes some beating.

I’ve been in a few 911s, but this is the coolest. I loved the GT2 RS and its astonishing twin-turbo grunt, but this is more my sort of car: naturally aspirated, supremely focused, and a rev-hungry engine that’ll sing its sonorous sound until 8000rpm is breached.

It’s quite hard to describe just how good this marque is at producing cars of this genre. Their recipe for success is just so simple and effective. Their gear changes are precision personified, their steering is perfectly balanced and the build quality is exceptional. ‘Feel’ and ‘sense of occasion’ are used so much when describing road-racers from Porsche, but it’s just so true. As soon as you settle into its narrow seat and buckle up the harness, you know it’s a car of extraordinary talents.

The idle’s rough and lumpy due to its lightened flywheel, but the revs zip round its rev counter at the merest brush of its right pedal. There’s torque, instant response and a heady crescendo where the peak power and incredible noise reaches its climax. This first generation 997 GT3 RS is really some piece of kit.

‘I owned a 996 GT3 RS for two years so this was a natural progression. Whereas that car was quite harsh on the roads, this one if anything is much better damped and no chore at all to drive for long distances which you’d presume it would be; if I didn’t have the Range Rover I’d not think twice about using it day-to-day. I’ve tried the gen two RS and didn’t feel it was worth the extra money to upgrade, so this one’s a keeper.’

After being completely over awed by the RS and its abilities, the 355 has a lot to live up to. It’s amazing how quickly the Porsche memory slips away though when Paul awakens its sonorous V8, and rolls the iconic Ferrari onto the gravel.

Ferrari as a marque encapsulates everything we associate with supercars. They’re incredibly expensive to buy, run, and maintain. They’re fast, beautiful and always sound utterly brilliant. To many, the 355 is still the best, and what’s more is that it’s even more enticing now that prices have dipped below £35,000.

Could you ever seriously recommend buying one though? If you’re in the market for a sports car around the 355’s value, you’d just have to go and investigate it further. For £35,000 the world’s your oyster; Exige S, M3 CSL, Sagaris, a whole host of 911’s… And while each and every one of these cars pulls you in, nothing quite grabs you like the Prancing Horse does.

‘I’d recommend one. Although the running costs are expensive, it’s been largely reliable since I bought it last year. They’re good value now as well, and if you can get a good one, it’s not going to lose much money. I wouldn’t have bought this if it didn’t have an extensive service history from main Ferrari dealers, and the cam belt changes are essential.’

Launched in 1994, the 355 was the first Ferrari to have five valves per cylinder, so its 40v 3.5 V8 produced 375bhp. It wasn’t especially heavy either, so its performance figures were very fast: 4.5 seconds to 60mph, a shade over 10 seconds to 100mph, and north of 180mph flat out.

But while the iconic 355 is indeed an affordable proposition today, actually maintaining one is another thing entirely. It’s a supercar after all, and while its price is the same as a 5 series BMW, it still comes with supercar running costs.

An annual service will be around £700, regardless of how many miles you cover. Then, every 12,000 miles, there’s a bigger service that’ll set you back around a grand. Cam belts need changing every three years, again regardless of mileage, and this too will cost north of £1,000.

‘Tyres will last anything from 6,000 to 12,000 miles, but when they need replacing they’ll be another £1,000. There just aren’t any small numbers when it comes to supercars.’

These are the unavoidable running costs too. There’s no dodging an all-important belt change, as they have the ability to completely ruin an engine if they fail. A warranty of some sort is essential with something like a 355, simply due to its age and the costs involved in replacing minor and key components.

You don’t buy a Ferrari 355 with your head though, you buy it whole-heartedly with err, your heart. They’re just beautiful. More than 15 years have passed since the 355 was born, yet still it looks incredible. The 360, F430, and the 458 has preceded this car and moved the game on without question, but still people marvel about the 355.

You approach a 355 with a different view to others, because there’s so much nostalgia surrounding it. The pop-up headlights may well be a thing of the past now, but they look great whether they’re blazing away or are neatly hidden in its nose. The prominent gaping front grille dominates below, with the proud central Prancing Horse. The chiselled doors have huge intakes integrated into its design, so air’s constantly channelled to the engine behind. From behind it’s even better looking; the tell-tale quad exhaust pipes, and iconic quad lights. It’s a gorgeous car.

The interior’s dated though, there’s no denying that. We’ve become accustomed to two contrasts with modern Ferrari interiors; they’re either beautifully crafted in the finest leather like in the 458 and the FF, or completely sparse like the road-racer specials – 360 CS, 430 Scuderia, 599 GTO… In the 355 there are swaths of leather. No carbon fibre’s visible, but instead leather features on every surface. The large steering wheel dominates the view ahead, but best of all is the lovely open-gated manual gearbox.

Once you’re driving the 355 you’ll notice its size. It’s not especially wide or long, and the visibility’s not a problem either. I think supercars from the late 80’s and 90’s have this gargantuan stereotype surrounding them in general – the Lamborghini Diablo for instance. The 355 though is positively small. It’s low and squat, but the dimensions are great.

Its signature flat-plane crank V8 sound is there as soon as it blares into life. There’s a hesitant-free feel to the way the revs climb, too. A few obligatory blips of the throttle are a necessity when you’re behind the wheel of any Ferrari, and its spine-tingling note exemplifies the Ferrari sound even at low revs. You’re merely at the start of the 8500rpm rev-range. Its after-market Capristo exhaust is amazing.

The gearbox is a joy to use. It’s a great shame that Ferrari have ditched their manual gearboxes in favour of F1-style semi-autos. I love their responsiveness, but the feel of the cold aluminium gear knob and the way in which it snicks into the grooves is wonderful. It feels better when you don’t rush the process though; although it’s direct it’s more pleasing revelling in its simplicity with a slower throw.

The speed builds and the noise grows to the most glorious tone possible. The accelerator is incredibly long in its travel; for most of the time you only require 20% of it but you’re almost shocked at how far you have to plant your foot till it reaches the floor. It’s not a bad thing though, because it’s almost impossible to dial in too much throttle and get a flare of noise and speed. When you bury your foot on a 355, you know when you’ve done it.

It’s not got the incredible speed of the 458 of course, but it makes full use of the 375bhp it’s got. Ferrari continues to push the boundaries with their supercars, and it’s incredible to think that this car’s sibling has very nearly 200bhp more. The 458’s rev needle swings round so fast it’s barely believable, but the 355’s has a more long-legged feel with its gearing. It’d be impossible to get bored of its speed though, and 4.5 seconds to 60 is still fast in today’s world.

The drama and sense of occasion of being behind the wheel of a supercar is there, though. You may only be paying £35,000 to get into one, but the drama created rivals cars costing three times as much. But that’s the magic of Ferrari, as their cars are built around three key factors; looks, speed, and noise. The 355’s most certainly got all three, and if you’re willing to put up with the running costs, the 355 is the most evocative car available for the price.

‘I’ve driven newer cars like the F430 and the 458, but as you say they’re too clinical and easy with their transmissions,’ says Paul. ‘Supercars should be intimidating and difficult and different to the norm, and this most certainly is. You can’t rush it as it’s in charge. Many would see this as a bad thing but you’re most alive and awake when you’re in this. Changing gear cannot be rushed when it’s cold, and it takes an age to warm up but when it does, it’s the epitome of Italian supercars.’

They always say never meet your heroes, but when the cars in question are this trio, that’s definitely incorrect. The ludicrous but utterly lovable Escort, the supreme GT3 RS, and the Italian thoroughbred. This is what dreams are made of.

106 Rallye Monthly Report

Total Mileage: 124,664

Mileage This Month: 617

Costs This Month: Zero

It's been a pretty routine month for the Rallye. Rolling it out of its garage when the weather's decided to be nice is still a treat though, because it means I get to drive what's surely one of the most involving, special hot hatches there's ever been.

With the unseasonably good weather in the last week, it's had a fair amount of use. The roads to and from university aren't the most inspiring, but there are a few little roads on the way that the car shines on.

It's its tenacious characteristic that shines through; turn in is instant, with a real inertia-free feel to it, and you can place the car wherever you want because the steering's just so damn good. Honestly, having no power assistance is a true blessing. Sure, it's hard to get used to at first, but I wouldn't have it any other way now because of its brilliant feel.

Problems? Well, the starting issue's intermittent, but still it's nothing catastrophic. There's the tiniest oil drip coming from the sump, and one problem's been self healed. At night, if the lights were on, obviously the instruments light up too. The speedo and rev counter are illuminated, but since very early on in my ownership it's never fully lit up the aforementioned dials. Zero to 110mph are blazing, but the final third was much duller. Same goes for the adjacent rev counter; the first third were dull, whereas the final two thirds were brightly lit. Now, everything's lit up as it should be, so I suppose it's just one of these notorious 'quirks' that old French hot hatches are renowned for!

As the winter approaches, it's safe to say that this car's going to be sitting clean and pretty in its garage for much of the time. I'd considered declaring it SORN for the winter, but as memories of those glorious, cloud-free cold winter days come back, I feel it's more than worth it to keep the Rallye taxed and insured just in case I fancy a blast if the roads are dry.

The 106 Rallye's Trip To Evo Magazine

Total Mileage: 124,047

Mileage This Month: 714

Costs This Month: Zero

It’s been a busy month for the Rallye. A long trip from Wakefield to Evo magazine’s offices in Northampton had to be completed, and if I’m honest, I had my doubts about the Rallye. To be fair, it’s not given me any reason to doubt its ability to drive long distances, but as with all old French hot hatches there’s always a pessimistic outlook on things to come.

So it was with great trepidation when I eventually set off on a glorious Sunday afternoon. Filled up with petrol, the Rallye settled into a 70mph rhythm and eventually arrived at the pre-booked hotel 130 miles south. It’d only used a quarter of a tank too, so its first mission had been well and truly accomplished.

Its time at Evo magazine drew many admiring glances. Whilst driving down I’d lost count of the amount of people who gawped at it through their windows and it’s something that I’ll never get tired of. To many people, it’s just an old white Peugeot. But to those in the know, it’s one very special little car.

Fast forward a few days, and it was time to re-pack the Rallye with my belongings and head home. Another 130 miles were taken with ease and in the whole journey the Rallye didn’t miss a single beat. Okay, the ride’s extremely firm and not great for eating up the miles, but the Cobra buckets are very comfortable and have once again showed that they’re a vast improvement on the originals, which gave me chronic backache on most journeys.

I do feel slightly guilty putting more miles under its steelies, but the car’s there to be enjoyed and once again it’s delivered. The roads it’s been on weren’t the most inspiring, but it’s just shown another aspect to it; it can be trusted and it can do the distances. I love my 106 Rallye.

106 Rallye - Sixth Report

Total Mileage: 123,333

Mileage This Month: 394

Costs This Month: £130 (Crankshaft oil seal) £100 (Two tyres)

It's been a bit of an uneventful month with the Rallye. New tyres and the addition of a private plate have enhanced it though. I'd noticed a few drops of oil on the garage floor recently and a trip to the mechanic diagnosed a seal had gone. The parts only came to around £30, but with labour costs I faced a not too unreasonable bill of £130. However, after a few days it's clear that there's still a slight leak, so it looks like the Rallye's due for another appointment with its mechanic.

The two rear Bridgestone Potenza tyres were on their legal limit, so two Toyo CF1's were sourced and purchased. Because they're only 14 inches they're incredibly cheap for quality rubber, so the car's now got four CF1's on for the first time.

More intriguing news came when I was behind a let's say 'enthusiastically' driven Clio 172. Now, I was in two minds whether or not to chase, given the Rallye's large power deficit to the Clio, but curiosity got the better of me and I caught up as Mr 172 was stuck behind a dawdler.

The slower moving car pulled into a street, and the 172 and Rallye were primed in second gear. He jumped on the loud pedal straight away, and I followed and was extremely surprised by the margin. From 20mph to 70mph saw inevitably the Clio pulling away, but it wasn't a clear-cut thing and the Rallye hung on very, very well.

It's definitely a strong engined Rallye this one, and the little encounter with a much more powerful car proved the power and weight of the Rallye is more than enough.

106 Rallye - Fifth Report

Total Mileage: 122,939

Mileage This Month: 621

Costs This Month: None

Another month with the iconic little Rallye has again been a reliable one. However, I think there's an issue arising with its temperamental crank sensor, as there's a hesitance in firing up once the fuel pump has primed. It's inconsistent though, as nine times out of ten it just starts as normal, then other times it might take two or three attempts to get it started. It's merely an annoyance though, and one that can't taint the magic of the Rallye.

That magic is there at any time for me. Whether it's sat gleaming away in its garage, doing small speeds around town, or at the business end of its rev range, the Rallye just does nothing else than impress.

With iconic cars there's just an aura around them. People who are in the know look at it admiringly. It's only a humble 106 to many, but you can say that about many hot hatches too. You see people driving about in soulless boxes that cost more than the Rallye, and you just think why oh why would you want to do that? Characterless cars bring no joy.

I'm happy with everything on the car now, so there aren't many more things to buy for it cosmetically. Carbon fibre wing mirrors are a possibility, but definitely not a certainty.

The handling's still sensational. Roundabouts are particularly fun, and you're constantly seeing how much speed the Rallye can carry without having to brake for them. It's a tried and tested method now; Audi/BMW/some other big rep mobile is behind, roundabout approaches, the Rallye doesn't need to brake, they have to, and then the gap's laughably big again. The way it turns in, grips, and just clings to the tarmac with its Toyos is brilliant.

There is however one small problem, and it's one problem that I've never encountered in a car before: the kick-back through the non power-assisted steering. This is quite disconcerting when it happens. You're attacking a long corner, the Rallye finds an imperfection in the road (which it does all the time, given its superb steering feedback) and the steering wheel suddenly snaps from its position and you have to make an almighty adjustment to avoid a calamitous collision. Not a particularly lovable trait, but one that makes you respect the car.

106 Rallye - Fourth Report

Total Mileage - 122,318

Mileage This Month - 581

Costs This Month - None

A glorious early summer day meant that the Rallye got its first run up to the Yorkshire Dales. It's been utterly brilliant thus far, but the long jaunt up to Hawes and the surrounding areas would teach me a little more about the car. I've not really pushed it either, so the near deserted roads would give the Rallye a perfect stage on which to shine.

The journey there is mostly motorways and dual carriageways, the former of which isn't a road that the car particularly enjoys. The engine buzzes away at nearly 4000rpm at 70mph, so I've tried to minimise using motorways during my ownership. Now with the added vocals of the Supersprint exhaust, it's not an especially comfortable mile-muncher. The engine's surprisingly torquey though, so fifth gear overtakes are simple.

There are a few nice flowing dual carriageways before you peel off on to the deserted stretches of tarmac, and the Rallye really does feel plenty quick enough on these types of road. Second, third, and fourth gears are very strong, and you're on the naughty side of 100 very quickly.

The B6160 towards Kettlewell is the first Dales road I encountered, and although there were a few dawdling cars in front, the Rallye dispatched them with ease. It's a good road when there's little traffic, and as a first challenge for the Rallye I was very impressed at its ability. It's mainly a second and third gear road if you're driving swiftly, so it's a perfect match for the car. It's narrow in places, but with the dry-stone walls on either side, it gives a perfect opportunity to wind down the windows and marvel at the Supersprint's vocal range.

The famed Buttertubs Pass was the next challenge for R621 KBV. Its engine felt slightly lethargic on the steep climbs, but once you get over that the car was again in its element. This road's very well sighted so you can use the full width, but be wary of sheep who like to trundle along in a world of their own. Again, it's another third gear road mainly, so it's a road that's good for keeping the Rallye in its sweet spot above 4000rpm.

Next up was my favourite road in the Yorkshire Dales; the road from Hawes to the magnificent Ribblehead Viaduct. Now this road's a fast and wide road, suitable for absolutely any car. It's very fast, so preferrably your weapon of choice would be something with north of 300bhp. But once again, the Rallye made full use of its 103bhp and light weight by attacking every single apex. The way it does its business is admirable: the turn in is instant, throttle response similarly so, and the weight of the steering's sublime. It's not power assisted of course, but once you're flowing, it's about as perfect as it could be.

So yet again the little 106 Rallye has delivered on the most difficult of stages.

106 Rallye - Third Report

Total Mileage - 121,739

Mileage This Month - 334

Costs This Month -

£130 (Respray)

£60 (106 GTi spoiler)

Yet another busy few weeks with the Rallye! It was extremely clean when I purchased it, but there were a few little cosmetic things to sort out. So since I got it home into its garage, I've been buying things to make it into an immaculate example.

The things I've purchased so far are as follows:

- New windscreen. The original had an unrepairable chip just below the driver's eye-line, not an MOT failure though, but rather annoying so it made sense to replace it.

- New Rallye decal. The front tri-colour sticker had seen better days, so a new one was needed.

- New boot lock decal. Again, with age, the Peugeot lion was on its last legs, but it pulled off surprisingly easy so a straight swap was a simple job.

- Supersprint exhaust. I'd read reviews on both the Pugsport and Supersprint, but decided to go for the latter. It's got a distinctive note on idle, and comes alive past 4000rpm.

- 106 Rallye mats. These just seemed like a nice touch in the interior, and with the little 106 Rallye logos, it makes it feel a little more special as soon as you open the door.

- Tyres. The Bridgestones were on their way out too, so a set of Toyo CF1 tyres were a good replacement. I'd been impressed with these on a previous car.

- A service. Just seemed an appropriate thing to do, and the Rallye now feels fresh and new.

- Front bumper respray. This was the area that I was most keen on rectifying, as there were many imperfections when I'd bought it. A respray was required, and it's freshened up the front nicely.

- A 106 GTi rear spoiler. They're a bit of a controversial subject when fitting one to a Rallye, but in my opinion, it just gives the rear end a more sportier look.

So an expensive list then, but ultimately spending a few quid on it has changed it from a clean example, to an immaculate one. It's still been reliable, and every drive is a joy. The attention it gets is quite surreal too; I even had a bloke in a new M3 admiring it as he passed in traffic. To those in the know, it's a very special little car.

EK9 Civic Type-R

There are many hot hatches that gain iconic status. Renault have had a fair few: Clio Trophy, Clio Williams, Megane R26R... Peugeot - although they've lost their way recently - can count their 106 Rallye, 205 GTi and 306 GTi-6 amongst their icons. Honda have arguably the most celebrated of all though, in the shape of the EK9 Civic Type-R.

Now, those who aren't in the know, won't necessarily recognise the name, or indeed shape of this car. The Civic Type-R wasn't available in our country until 2001, when the EP3 was introduced. The success of this car was huge, and we also got its replacement, the FN2, in 2007. The EK9 though, was only available if you went to a specialist importer and shipped it over from Japan.

The EK9 passed under the radar of many motoring publications for this reason. Sure, you'd have had to have been an optimistic person to have bought an EK9 in the first place. I mean, spending thousands on a car that's in a different continent, and then having to go through the rigmarole of getting it to the UK before even thinking of insurance costs would (and did) put many people off.

So why now then, does the mere mention of an EK9 make people go weak at the knees?

It's hard to see at first. To most people, this is a white Honda Civic, an old Honda Civic, with an overly large spoiler and red seats. However, there's something truly unique with the EK9, a mythical aura surrounding it after so many unofficial reviews and opinions from the JDM lovers in our country.

If you'd have asked me what my favourite hot hatch was, I'd have struggled to choose between the Clio Trophy, 106 Rallye, Ford Focus RS, and of course the EK9. With the first three though, I'd been exposed to these for some time now, but yet the EK9 craving has no reasoning. Why? I've never really been near one, all I've heard is the Internet gossip about its wonderful V-Tec engine, and apparently sublime handling. My, this car's got a lot to live up to.

There is that mythical feel when you're approaching it, due to its reputation. It looks amazing, but then again its looks aren't for everyone. It's dated now, inevitably so given it was first made in 1997. But as far as 14 year old cars go, the shape's still very cohesive. The Type-R treatment's typically there, with many decals and the red front and rear Honda 'H'. Open the door, and you're greeted by a visual punch in the face with well, let's say a vibrant colour scheme in its interior. Red cloth is used on the door casings, there are red carpets, red floor mats, and a rather racy pair of red Recaro seats.

They're very supportive seats too, particularly so around the ribs. The steering wheel's emblazoned with a bright red 'H', but it's quite a big steering wheel which isn't the best of things. The aluminium gearknob's cold to the touch but of a perfect size. On the whole, the interior strikes the right tone then. I'm a firm believer that a hot hatch should be visually striking and the EK9 most certainly achieves this both inside and out.

Twist the key, and the engine fires into life. It sounds pretty normal on tickover, and the noise is only exaggerated by this car's Spoon N1 exhaust. However, this engine most certainly isn't a normal one, as it's arguably one of the finest naturally aspirated engines ever created. From a humble 1.6 litre, the EK9 manages to produce 185bhp. Yes, 185bhp from a 1.6, without the aid of a turbo or a supercharger. It's a huge accomplishment, even more so when you think of how far engine design and technology has progressed. This was 14 years ago. You really cannot understand how far ahead of its time the B16B EK9 engine was. It was also one that had the ability to rev to 8500rpm.

The mythical aura continues when you're driving as well. It's that feeling that to many people, you're driving a normal Civic that I love. To those in the know, you're in one of the all time greats. In a way, it reminds me of my 106 Rallye in that respect; you're at the wheel of a true, rare icon. The close ratio gearbox is a joy to use, and it's precise and direct, as is the steering.

Sure, there's not much in the way of torque, but to be honest you don't buy a Type-R if you're a lazy driver. It craves to be in the V-Tec zone (peak power is produced at 8300rpm), and loves being above 6000rpm. And the first time you enter that zone in second gear, it's something that'll stay with you for the rest of your life. I know it's only a Civic Type-R when all's said and done, but you either get this car or you don't. You either love its looks or you hate them, but nobody can deny the way it drives.

Second and third gears are strong, and that close ratio 'box is such a benefit in executing fast starts. The EK9 only weighs 1090kg (same as a Clio Trophy) but it's that gearbox that helps the EK9 have a superior 0-60mph time, which is rumoured to be under six seconds. The 'Race Base' EK9 managed the sprint in 5.7 seconds, so it's undoubtedly a very quick car; much quicker than the new Civic Type-R.

With every great hot hatch, there's a sense of supreme turn-in and directness from the front end. Because it's front wheel drive, it means it's an easy car to drive fast. The rear's playful but never unpredictable, and the front end grip is extraordinary. The cliche of 'handles like it's on rails' is over-used, but the EK9 is so alert, so sharp, and so sure-footed your confidence in its ability is sky high. It's flustered by nothing you throw at it.

Why the British motoring press never really picked up on the EK9 is a huge mystery to me. It's up there with the Clio Trophy without a doubt; similar power, similar weight, extremely similar handling traits. However, there's just something about the EK9 that entices you more than any other hot hatch I've ever been in. It's certainly not for everyone; the banzai engine is unbelievably good in my eyes but to others, the 8300rpm peak power characteristic could get tiresome if you're not in the mood, and because there's very little torque lower down, it's not the most user-friendly engine. But if you're a true enthusiast who wants a lightweight, nimble, powerful hot hatch with sublime handling, the EK9 is the best companion you could ever have.

106 Rallye - First Impressions

Total Mileage - 121,050

Mileage This Month - 250

Costs This Month:

£12 (Three-quarter plate)

When you think of iconic hot hatches from the 1990's, your mind immediately conjures up images of the Renault Clio Williams with its striking gold wheels, the Peugeot 205 GTi, and of course Peugeot's other iconic 90s hot hatch - the 106 Rallye.

In S2 guise, the boxy angles of the S1 were smoothed and the body was in turn much better looking. Only 500 were brought to the UK, available in Indigo Blue and Bianca White. The 1.6 8v gave 103bhp at 7000rpm; this figure is insignificant in today's market, but when it only had 890kg to shift, the engine's a perfect match for the Rallye's small mass.

Ever since I passed my driving test in 2008, I'd always said I'd own a series 2 Rallye at some point. Browsing the classifieds on a daily basis saw me stumble on a 1998 Rallye in Bianca White. It had 120,000 miles on its clocks, but the history of the car was extensive and every single receipt had been kept. And I mean every single receipt, even something as trivial as tyre changes and car mats. It had full service history, and was largely original. For around £2000, it's very little money for something as special as a Rallye. Having had only three owners from new, this car had been garaged through the shocking winter we've had and only covered 1000 miles since its return to the roads. I saw it, I saw its history, and I wanted it straight away.

And it's that 'special' feel that you get from it as soon as you get in. Most people just see a white 106, but to those in the know, it's a very cool little car. Although not as fast as its GTi sibling, the Rallye was lighter and much more thorough in its approach to delivering its abilities to its driver.

It's quite brash in white, with its numerous decals on its 106 GTi body. Its stance is just right; on 14 inch steel wheels, it looks just right. Inside, the interior's enhanced by the additions of the tri-colour Rallye stripes on the front and rear seats, and the little 'Rallye' badge on the dashboard. There are absolutely no toys in here though, such was the severity of the weight-saving schemes saw even an airbag being an optional extra. There's no air conditioning, and even no power steering on this car.

Now, before driving this, I'd never driven a car without power steering. It's a shock to the system at first, but it's actually a beneficial thing once mastered. Sure, manoeuvring around town is met with unreal resistance through the steering wheel, but on the move the steering's perfect. Through the Sparco steering wheel on this car it's enhanced even more so, as the wheel's so small and direct. Once you're past the initial shock of the heavy steering, you marvel in the Rallye's basic set-up and the steering's the thing that impresses immediately.

Criticisms? Well, the clutch is vague and its biting point is a tad high, and the idle is a little lumpy, but it's something that a service should remedy. To be fair to it, it's a 13 year old car that's been sat on its steelies for the duration of the winter, so it's definitely a forgivable thing.

Past 4000rpm, the Rallye feels much stronger than 103bhp has any right to be. Although it doesn't feel at home on the motorway (70mph is at a buzzing 4000rpm) it'll get to 100mph in no time at all once in gear. Standard, it'll do a claimed 122mph but in truth, it never feels like it wants to be flat out in fifth. It's on tight, twisting roads where it craves to be.

Once you're on that type of road, the car comes alive through the Sparco steering wheel. It's taut, sharp, and extremely direct. On Bridgestone Potenza tyres there are huge levels of grip - turn in is instant and there's a real sense of confidence that you get from driving the Rallye.

So, as far as first impressions go, the Rallye's made a great start. It looks fantastic, it drives like nothing else I've been in, and it's got an honest feel to it. Driving it has been a privilege thus far, as I've wanted a Bianca White S2 for so long. I doubt that feeling will subside for a long time to come too, as it's up there with the very best and deserves to be grouped with the Clio Williams, Clio Trophy, Megane R26R, 205 GTi, and of course the mark two Focus RS.

In the coming month, there are a few things to do. A three quarter plate will be fitted, maybe a beneficial induction kit of some sort, a pair of Cobra buckets, and it'll have had a full service. I'm also debating whether or not to fit a Pugsport exhaust and a 106 GTi spoiler, but these aren't on the top of the agenda just yet.