More than an old car #222: Aston Martin V8 Zagato

In my years of car spotting, I have come across various curiosities and rarities. This particular 1986 Aston Martin V8 Zagato was all the more special, especially when I never knew it existence until then! Further research revealed more info about it's history, which made it a lot more incredible to behold!

Zagato is a coachbuilding company founded by Ugo Zagato in 1919. Zagato used his knowledge of aeronautics to designed sleek, light bodies for race cars in the 1920s. The cars that he designed saw great success in racing, and his reputation grew throughout. Various manufacturers looked to Zagato for special designs and one-off creations. Zagato also expanded to make custom-built cars, and continues to exist today by producing its own cars.

Aston Martin first collaborated with Zagato in 1964, with the creation of the DB4 GT. When the Aston Martin show stand was placed near that of Zagato during the 1984 Geneva Motor Show, a proposal was raised to rekindle this partnership. Aston Martin and Zagato wanted to produce a supercar capable of taking on the fastest cars in the world: a top speed of 186 mph and a 0-60 sprint in less than five seconds was thought to be sufficient. Interestingly, before the V8 Zagato officially debuted, Aston Martin used a 1978 V8 Vantage as a test mule: most of the interior trim and rear seats were removed, and the windows were fitted with Perspex. The test mule was noted to be as fast as a standard V8 Zagato.

A styling sketch was presented in 1985 and this was surprisingly sufficient for customers to snap up all 50 units that were earmarked to be made. Deposits of £15,000 were needed from prospective customers in order to secure a car, but the initial price, quoted as £87,000, quickly rose to £95,000.

The car featured both Zagato and Aston Martin design signatures, with a hint of the famous ‘double-bubble’ Zagato trademark on the roof and the stylished angular shaped grille. Its design was stout and aggressive, and rode on unique Zagato designed Speedline 16-inch wheels. A convertible version, known as the Volante, was subsequently introduced in 1987.

Production cars were powered by a 5341 cc 580X V8 engine, allowing it to reach a top speed of 310 km/h with an acceleration of 5.1 seconds [0-100 km/h]. It was 4390 mm long and weighed 1250 kg, with a very thirsty fuel consumption of 24.5 litres / 100 km.

Production ended in 1989 with 52 saloons and 37 convertibles made, with LHD/RHD split as 32/20 for the saloons. This unit with chassis number V8ZHL20010 and registered C779 DRO is a very unique prototype: it featured a more powerful engine putting out around 430-440 bhp while standard ones were 410 bhp. It was also fitted with a special non-production exhaust system, front and rear spoilers and also did not feature a passenger side mirror as seen above. 20010 was 1 of 4 pre-production specials, all of which were finished in Gladiator Red paintwork.

On 8 July 1986, it reached a top speed of 298.75 km/h (185.8 mph) with an acceleration of 4.8 seconds [0-60 mph] on an empty highway near Paris (with the permission of French police). C779 DRO was extensively road tested by many magazines in period and was also displayed at the Geneva Motor Show in 1986. 

Subsequently, C779 DRO was exported to Indonesia in Oct 1986 after it finished duties as the prototype Zagato. It was refurbished with a new engine fitted, and the headlight grilles were reinstalled back. At some point in time, a Zagato decal and black roof were added (they were not original). Interestingly, C779 DRO disappeared off the radar, until it inexplicably appeared here a few years ago! The last I saw, its engine was removed (possibly being overhauled) and the car vanished again a few months later.

It is quite unbelievable that a car with so much heritage even appeared on our roads, although no V8 Zagatos were sold in Singapore back in the day. Curiously, Aston Martin did not seem to make efforts to acquire C779 DRO back. I believe you may be wondering just why and when it made its way to Singapore, although your guess is as good as mine. While I do not know if it is still locked up in a garage somewhere, it is my wish for it to be back on the road and hopefully you may see it!

 

 

More than an old car #221: Renault Megane II Sport Tourer

Once a while, I look through my ever-growing archives and struggle to think of what to post next. After some thought, I decided on this rather unique 2004 Renault Mégane II wagon, which I had never seen before until then (and also not any time soon...)! 

The Mégane II series, introduced in 2002, marked a dramatic departure from its predecessor’s conservative looks. Designed by Patrick Le Quément, the Mégane II embraced sharp angles, a unique rear end, and a higher beltline. The Grandtour wagon variant (known as the Sport Tourer in Singapore), took this avant-garde styling and stretched it into a longer, more versatile format without losing its visual appeal. It maintained the hatchback's quirky charm while offering a more practical rear cargo area, making it a solid choice for drivers who wanted utility without resorting to a bulky SUV. Interestingly, the wagon was sold in RHD for the first time.

The interior of the Mégane II wagon was thoughtfully laid out, if not luxurious. High-quality plastics, digital instrument clusters (on some trims), and well-contoured seats helped create a pleasant environment. Cargo capacity was an impressive 520 liters of boot space with the rear seats up, and more than 1,600 liters with them folded down. Safety was a standout trait for the Mégane II range, with multiple airbags, ABS, and electronic stability control contributing to its strong Euro NCAP crash ratings

Renault offered the Mégane II wagon with a range of petrol and diesel engines. This automatic unit was powered by a 1598 cc K4M i4 engine, allowing it to reach a top speed of 180 km/h with an acceleration of 13.2 seconds [0-100 km/h]. It was 4500 mm long and weighed 1260 kg, with a fuel consumption of 7.7 litres/100 km.

Production of the Mégane II ended in 2008, though it continued to be manufactured in Brazil and Iran until 2012. The Sport Tourer was sold in Singapore in 2005 by Exklusiv Auto Services, where it retailed at $83,888 with COE. Local reviews noted its ride comfort and large boot space, but the transmission was noticeably jerky. 

Seeing this unit was entirely accidental: I had headed to the market for groceries when I saw this curious-looking car coming from the other direction. It took me a while to register it as a Mégane wagon for I had never come across one until that day. Fortunately, the driver had parked it a bit further away and I was able to marvel at this unique specimen. No more Mégane II wagons still exist here to the best of my knowledge. While it might not have stood out, it stands as a testament to Renault's willingness to innovate in the compact car segment. Hopefully you would be able to see another one of this rarity on our roads some day!

 

Miscellaneous classics #11: Hino Ranger FC

It has been a while since I had written about old trucks on this blog, as naturally there were so many more cars to cover. However, I had always wanted to write about this 2001 Hino Ranger FC, which I saw entirely by chance - since the majority of trucks have a lifespan of 20 years, seeing one that was older than the lifespan is always a treat!

Hino Heavy Industry Co. Ltd was spun out as an independent company in 1942, where it made various armoured carriers during the war. The 'Heavy' name was dropped and the company took its name from the location of its headquarters in Hino city (within Tokyo prefecture). Hino made both trucks and cars, but car manufacturing ended in 1969 when it amalgamated with Toyota. Establishing itself as a manufacturer of heavy vehicles, Hino entered into various partnership agreements in various countries over the years. Today, Hino trucks continue to be prevalent in Singapore and to a lesser extent, buses.

The fourth-gen Hino Ranger appeared in 1989, where it was known as the Cruising Ranger. A facelift occurred in 1994 known as the Rising Ranger, where headlights became more rounded and grille design was changed. A final facelift happened in 1999, where it was now known as the Space Ranger. Rangers came in various sizes, denoted by different alphabets; for light medium trucks, they were designated as FC, FD, FE and GD. This unit is a Rising Ranger FC (despite being manufactured in 2001), and was powered by a 5307 cc J05C i4 diesel engine. It weighed 6440 kg and had a maximum laden weight of 10100 kg.

This particular unit is currently owned by the Singapore Civil Defence Force, where it saw service as a Large Monitor Vehicle (LMV): it is equipped with a water cannon at the back. It was put into action during a large fire at an oil refinery in Pulau Bukom in 2011 and still sports the older SCDF vehicle livery. Currently, it is off the road: as a fire-fighting vehicle, it is apparently exempt from being scrapped after 20 years even though the current LMV is a newer Isuzu Forward truck.

Production of the fourth-gen Ranger FC ended in 2001, although export models and special use versions continued to be manufactured until 2004 at least. Similar Rangers of this generation also existed in Singapore, though all were gone after 20 years. It is amazing that this humble Hino Ranger has seen service through fierce fires and that SCDF has continued to preserve it till today. I am not sure when it will be coming out again, but hopefully this has been informative in the existence of this life-saving truck!

More than an old car #220: Mercedes W210 Binz E280 XL

In yet another car off my bucket list, chancing upon this 2000 Mercedes Binz E280XL was entirely accidental! I was just walking by the area which I had not been for a while, to just see what sort of cars were around. Imagine my surprise when I laid eyes on this unique limousine that I had always wanted to see for a while!

The W210, introduced in 1995 as the second-generation E-Class, marked a significant shift in Mercedes-Benz design. It featured the now-iconic oval headlights, and was built with a focus on improved aerodynamics, comfort, and safety. While it was less boxy than its W124 predecessor, it was a link towards a more sophisticated look for subsequent models. The W210 came in a variety of trims and engine options, ranging from economical four-cylinder models to high-performance AMG variants. There were also advanced safety features, such as side airbags and stability control, setting new industry standards for executive sedans. In 2000, there was a facelift with changes to the grille, bumpers and taillights, along with a revised transmission system.

The E280, made between 1995 and 2002, was powered by a 2799 cc M112 V6 engine, allowing it to reach a top speed of 230 km/h with an acceleration of 8.9 seconds [0-100 km/h]. The base model was 4818 mm long and weighed 1535 kg, with a fuel consumption of 10.8 litres / 100 km. 

While the W210 was already known for its blend of comfort, performance, and prestige, the German coachbuilder Binz Karosserie took it a step further with the E280XL. Binz GmbH & Co. KG was founded in 1936 by Michael Binz, where it established itself as a coachbuilder on standard vehicles. After the war, Binz pivoted towards Mercedes vehicles as a base, to modify them into taxis, station wagons, ambulances and even hearses. Binz GmbH filed for insolvency in 2012, and it was sold to the Thai RMA group, where it is now rebranded as Binz Ambulance and Environmental Technology GmbH.

The E280XL was now stretched to a whopping 5788 mm, leading to significantly more legroom for the passengers and an additional pair of seats. This unit is noted to be a Vis-à-Vis model, where the middle section does not have door handles on the outside but could be opened from the inside. Binz also allowed for customisation, which included curtains for the rear portion, darkened windows, a cooler box and even a LCD screen on the ceiling.

Production of the W210 ended in 2003, where it was replaced by the W211 series. Given its niche market and limited production, the E280XL by Binz remains very rare today, and this unit is the only one here! Many of these stretched E-Classes were used in fleet or chauffeur services, meaning that surviving examples in pristine condition are few and far between. This car was actually used as a typical daily driver and changed hands some years back (judging from the number plate age). While it used to be silver, it has been repainted into this curious blue-and white paint scheme. Based on the tapes, it seems to be at the workshop for some panel work.

Limousines are few and far between in Singapore, making this E280XL a unicorn especially its age. It represents an interesting blend of practicality, luxury, and exclusivity, which is something that is lacking in our car scene today. Hopefully you will come across this true hidden treasure of automotive history one day!

More than an old car #219: Hyundai Tiburon

Hyundai has come a very long way over the years: from being looked down on to being respected with the big boys, especially with its WRC finishes and the revolutionary N Vision 74 concept. This 1999 Hyundai Tiburon/Coupe (RD2) was from the days where Hyundai was still finding its feet...

First released in 1996, it took several deisgn cues from the "HCD-II Epoch" concept that debuted at the 1993 Detroit Auto Show. In Singapore, it was known simply as the Coupe while it was branded as the Tiburon (Spanish for shark) in the wider international market - the exterior design was said to be reminiscent of a shark.

The RD2 facelift in 1999 (with a sub-name of Turbulence) gave the Tiburon a sharper, more aggressive look compared to its predecessor. Featuring the twin circular headlight design, it was controversially noted to resemble the 6th-gen Toyota Celica. Other than that, the Tiburon still maintained a low-slung stance and sculpted body lines, giving the visual appeal of a much more expensive sports car. Its styling elements were inspired by European coupes, giving it a distinct character that turned heads wherever it went. The turn signals were changed to orange in 2000.

Inside, the Tiburon RD2 offered a driver-focused cockpit with sporty bucket seats and a well-laid-out dashboard. While the materials used were not luxurious, the cabin was practical and comfortable for daily use. Features such as air conditioning, a sunroof, and power windows were available, making the Tiburon a well-equipped coupe for its time.

This unit was powered by a 1599 cc Hyundai Beta i4 engine, allowing it to reach a top speed of 193 km/h with an acceleration of 10.5 seconds [0-100 km/h]. It was 4345 mm long and weighed 1137 kg, with a fuel consumption of 8.3 litres / 100 km. Interestingly, the Korean market only featured 1.8 and 2-litre engines, along with an automatic transmission option. Units sold in Singapore were only available in a 5-speed manual.

Production of the Tiburon RD2 ended in 2001 where it was replaced by the GK series, known as the Tuscani in Singapore. The Coupe was sold here in 1997, with the RD2 series in 1999 where it retailed for $100,500. Local reviews were not encouraging about the design, though they noted stronger brakes, decent performance and a very attractive pricing. 

Although it never achieved the cult status of competitors like the Honda Prelude or Toyota Celica, the Hyundai Tiburon RD2 remains a unique and affordable entry into the world of sporty coupes (if you can find them). It paved the way for future Hyundai sports cars, such as the Veloster N.

This unit should be the last one in Singapore and I have seen it driven a few times by an old couple. The fact that the owner continues to hold on to this unique vehicle is a testament to sentimental value, especially when parts for old Hyundais are not that easy to find. However, it is precisely of such cars that make our roads a lot more interesting. Hopefully, you may be able to catch a sight of this lone survivor some day!

More than an old car #218: Alfa Romeo Alfasud

While I did not post much on my blog, I was still going around spotting cars. As luck would have it, I chanced upon this 1983 Alfa Romeo Alfasud Ti 1.3 by accident: it was something that I had not seen before and naturally it grabbed my attention for the rest of the day.

Launched in 1971, the Alfasud was the result of Alfa Romeo's work in building a smaller front wheel drive car. It was manufactured at a new factory at Pomigliano d'Arco in southern Italy, hence the car's name, Alfa Sud (Alfa South). However, unlike many economy cars of its era, the Alfasud was engineered with a keen focus on driving dynamics. Its engine allowed a low hood/bonnet line, leading to an aerodynamic profile, a low center of gravity, and noteworthy road-holding and handling.

Initially available as a saloon, the hatchback and a 3-door estate (Giardinetta) followed soon after. A 3-door coupe known as the Alfasud Sprint was released in 1976. 1980 saw a facelift with a new instrument panels, headlights and plastic bumpers. The Ti (Turismo Internazionale) model added a sporty touch to the lineup, featuring a more aggressive front end, additional aerodynamic tweaks, and a set of stylish alloy wheels. The 1.3 Ti was powered by a 1351 cc Boxer H4 engine, allowing it to reach a top speed of 170 km/h with an acceleration of 11.4 seconds [0-100 km/h]. It weighed 895 kg and was 3995 mm long, with a fuel consumption of 8.2 litres / 100 km.

Unfortunately, Alfasuds were plagued by rust due to improper maintenance and storage of the car bodies (given that the factory was quite close to the sea). Production of Alfasud hatchbacks ended in 1983 while the Sprint lasted till 1986. Of the 1 million made, about 37,000 were the 1.3 Ti hatchbacks. 

Alfasuds were sold in Singapore back in 1974 where it retailed at S$15,000; this was noted to be more expensive than other cars in the 1001-1200 cc range. Interestingly, Alfasud assembly existed in Malaysia but all were in the 4-door bodywork. I was also aware of an original Singapore unit that was scrapped a few years back. This particular unit has been imported from the UK, still sporting its former dealer's decal Roger Simpson of Highworth. While the Alfasud may not be the most famous Alfa, it is certainly one of the most underrated; for the owner to even be aware of this car's existence and bring it is no mean feat. Hopefully you will be able to see it on our roads some day!

 

More than an old car #217: Renault 5 Gordini Turbo

 

Ever since I was made aware of this interesting 1984 Renault 5 Gordini Turbo on our shores, it had always remained at the priority of my spotting to-do list. It just so happened that someone in a group chat posted a picture of it at one of the workshops; this caught me by surprise as the last pictures of this car were taken at some other workshop far away. Naturally, I made a beeline to see it after work and finally got to see this elusive unit in the flesh!

First introduced in 1972, the Renault 5 was designed by Michel Boué in his spare time. When Renault executives learned of Boué's work, they were so impressed by his concept that they immediately pushed to make his concept into a reality. The car featured a steeply-sloping rear hatchback, and the tail lights were originally intended to be on the C-pillar. The 5 was marketed to the cost-conscious and as such, the first engine available was only 800 cc before it was upgraded to 845 cc.

In 1976, the Alpine/Gordini was launched, featuring a larger engine and stiffer suspension. It was one of the first hot hatches before the well-known VW Golf GTI. Renault could not use the Alpine name in the UK due to a copyright, and thus they named the car after Amédée Gordini, a French car tuner with links with Renault and previous sporting models. Subsequently, the Alpine/Gordini Turbo appeared in 1982 as an evolution of the naturally aspirated Renault 5 Gordini.

The Gordini Turbo was relatively agile, with responsive steering and lively handling that encouraged spirited driving. However, it was usually outshone by the legendary Renault 5 Turbo; the main difference was in the engine's location behind the driver (instead of being in front as with the Gordini Turbo), along with fender flares and a more aggressive look. The Gordini Turbo benefited from some of the racing pedigree that was established by the more powerful 5 Turbo/Turbo 2: it was a popular choice for amateur racers and club-level motorsport, providing an affordable entry point into competitive driving. The Gordini Turbo was powered by a 1397 cc C6J turbo inline-4 engine, allowing it to reach a top speed of 186 km/h with an acceleration of 9.1 seconds [0-100 km/h]. It was only 870 kg and 3558 mm long, with a fuel consumption of 12.6 litres/km.

Production of the Gordini Turbo ended in 1985, though the whole model officially stopped in 1996. This particular unit is noted to have Turbo 2 fenders and badging, and more impressively its engine has been converted to the mid-engine layout. Turbo 2s were never made in RHD, but I would never have guessed that the engine had also been moved to pass off this Gordini Turbo as the actual Turbo 2 - makes you wonder about its history doesn't it? Interestingly, another Renault 5 unit surfaced a few years back which was never registered: RHD conversions of Turbo 2s are possible, but it could very well be a Gordini Turbo converted to a Turbo 2. 

Gordini Turbos were sold here in 1982 by then-Renault dealer Exklusiv Auto Pte Ltd, where it retailed for $36,125. A conversion kit to the 5 Turbo 2 could be had for an additional $20,000. While the Gordini Turbo may not be the most famous hot hatch of its era, it played an important role in Renault’s performance car history. With its engaging driving dynamics, turbocharged punch, and motorsport roots, it remains a hidden gem for those who appreciate classic hot hatches. It is also more amazing that we still have 1 here that had remained hidden for so long...hopefully the work done to the car will allow it to tear up the roads like before!

 

More than an old car #216: Peugeot 205 GTI

 

It has been a while since I wrote a blog post, but thought to revive it to clear my backlog. ChatGPT has also made the writing process much easier! On this 1988 Peugeot 205 GTI, I did not know of its existence here until someone shared a picture in a group: it did not seem to generate much attention but I immediately recognised its uniqueness. The very next day I went down to the workshop and I was able to see it in its glory.

The 205 was launched in 1983, which marked a change in direction of Peugeot: previously it had focused on large saloons. Its arrival in the 'small car' class was timely as it went head-to-head with the Fiat Uno, VW Polo and Nissan March/Micra. A variety of engine sizes were available and the 205 came in 3/5 door hatchback and a 2-door convertible versions. 

Launched in 1984, the high-performance 205 GTI arrived at a time when the hot hatch market was beginning to gain momentum. Competitors like the Volkswagen Golf GTI had already set the stage, but Peugeot's offering brought something special to the table: a near-perfect balance of power, handling, and charm. It was distinguished from the base model with plastic wheel arches and trim, beefier front and rear bumper valances.

Available with either a 1.6-liter or a later 1.9-liter inline-four engine, the 205 GTI was praised for its lively performance. The 1.6-liter version produced 105 hp initially, later increased to 115 hp, while the 1.9-liter variant delivered 130 hp. These figures might seem modest today, but in a car that weighed just over 900 kg (2,000 lbs), they translated into a thrilling driving experience. This unit was powered by a 1580 cc XU5JA inline-4 engine, allowing it to reach a top speed of 190 km/h with an acceleration of 9.5 seconds [0-100 km/h]. It was 3705 mm long and weighed 850 kg.

 

What truly set the 205 GTI apart was its handling. The car featured an agile chassis, responsive steering, and a well-balanced suspension setup that made it a joy to drive on twisty roads. Unlike many modern hot hatches that rely on electronic aids, the 205 GTI offered pure, unfiltered feedback, allowing drivers to feel every nuance of the road beneath them.

However, the 205 GTI also earned a reputation for being a handful, especially in wet conditions. The rear-end could be lively under hard braking or sudden lift-off, a characteristic that skilled drivers learned to exploit but could catch the inexperienced off guard.

Peugeot didn’t just stop at building a great road car—the 205 GTI also played a crucial role in motorsport. Its DNA was closely linked to the legendary 205 Turbo 16, which dominated the World Rally Championship in the mid-80s. The success of the rally car only added to the allure of the GTI, cementing its status as a true performance machine.

Despite production ending in 1994, the Peugeot 205 GTI remains one of the most sought-after classic hot hatches. Its combination of lightweight construction, eager performance, and old-school driving thrills ensures it remains a favorite among collectors and driving enthusiasts alike. Prices for well-preserved examples have been steadily climbing, with some pristine models commanding impressive sums at auctions.

205 GTIs were sold in Singapore in 1987 where they retailed for S$56,500. One unit was also given as part of a lucky draw by Parkway Parade in 1989. This unit is the last one on regular plates, though a 205 CTI was imported some time back. It has not been seen until recently and shortly after this went up on social media, the car disappeared again. Hopefully, it will be back on our roads again for all to appreciate this legendary icon!