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.