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!

More than an old car #215: Ford Galaxie

As part of my clearing the archives, I finally found some momentum to dig some pictures from the archives..this 1964 Ford Galaxie 500/XL Club Victoria was something that i wanted to write about for a while!

First introduced in 1959, the Galaxie name denoted the highest trim level on the Ford Fairlane and was a mrketing attmept to appeal to the excitement surrounding the 'Space Race'. As such, 1959 Fords had the long name of Fairlane 500 Galaxie. Ford advertised safety features, with an optional seatbelt, padded dashboard and a deep-dished steering wheel. Bodywork changed over the years, with 1960 models having backward-facing A pillars and reduced tail fins for 1961. It also marked the return of the square-roof hardtop coupe known as the Galaxie Club Victoria.

In 1962, the Galaxie name was applied to all of Ford's full size models, with the Fairlane name shifted to an intermediate model. In an effort to stimulate midseason sales, Ford introduced a group of sporty cars along with a "Lively Ones" marketing campaign, which included the Galaxie 500/XL; Ford stated in the sales literature that XL stood for 'Xtra Lively'. 1962 models did not have any more tail fins, and the taillights were set lower in the rear panel. 1963 saw the reshaping of windshields and improved aerodynamics. In 1964, lap-style seatbelts became compulsory and XL models received new thin-shell bucket seats with chrome trim.

A few engine options were available, but this unit was powered by a 5766 cc (352 cu in) FE V8 engine, allowing it to reach a top speed of 184 km/h with an acceleration of 10.2 seconds [0-100 km/h]. It had dimensions of 5329 x 2032 x 1410 mm and weighed in at 1808 kg, with a fuel consumption of 21 litres / 100 km.

Production of the Galaxie line ended in 1974, with 58,306 Galaxie 500/XL Club Victoria coupes made in 1964. Ford of Australia did source Galaxies in late 1964 from Ford of Canada, and these units featured a different dashboard style compared to the US version like this unit. 1964 Galaxies were sold here previously with a retail price of 13,890 Malayan and British Borneo dollars (S$48,641 today), but only for the 6-cylinder 4-door sedan.This particular unit was assembled in Dallas, before it ended up in Australia at some point in time and likely converted to RHD before being imported here. It does not appear much however, but if you're lucky to catch this around, at least you will know a little more about this American oddity!

More than an old car #214: Citroen Xsara

Writing these days honestly comes in a series of bursts, and also an overarching need to clear my eternal backlog. It is high time that I write about this 2001 Citroen Xsara that is unbelievably still surviving here!

First released in 1997, the Xsara (pronounced sa-ra) replaced the ZX for which it shared a similar platform. While it was only available as a 5-door hatchback, a 3-door hatchback and a wagon version were introduced later. There was a facelift in 2000, with larger almond-shaped headlights, new grille with larger logo, an improved tailgate opening mechanism and a stiffer suspension, among other things. Interestingly, Citroen collaborated with Microsoft to develop the limited-edition Xsara Auto PC. Auto PC was part of a line of PC-compatible products designed around the Microsoft Windows CE 2.0 operating system. The main innovation of the Auto PC was its use of voice recognition technology, enabling the vehicle to respond to oral commands and to talk to the user by means of a voice synthesis system. One could not help but draw parallels to in-car voice recognition systems that are common today..

The Xsara was powered by a 1361 cc TU3JP i4 engine, allowing it to reach a top speed of 172 km/h with an acceleration of 14.8 seconds [0-100 km/h]. It weighed in at 1116 kg, with dimensions of 4188 x 1705 x 1405 mm and had a fuel consumption of 14.7 km/litre.

Production of the Xsara ended in 2006, after the Europe-market hatchback in 2004 and the Dongfeng-Citroen version in 2005. Truth be told, there is nothing really unique about this car: it was as bread-and-butter as it could be. However, a rally version was lined up for the World Rally Championship between 2001-2005, and scored a total of 24 victories under the hands of Sebastien Loeb and his teammates.

Xsaras were sold here in 1997 by Motorviva Minerva Pte Ltd, where it retailed at S$109,888 (S$161,741 in today's prices). Interestingly, the car was the top prize for an island-wide treasure hunt in 2001 (by then the facelifted version). This particular unit is noted to be the last one remaining, and it does not appear to be scrapped any time soon. Trying to keep an old French car in a car-unfriendly land is no mean feat, and part of me wonders what do the owners see in this vehicle that compels them to apply for the COE renewals. Hopefully, you will have the chance to see this rarity one day!

More than an old car #213: Singer Roadster

I know that it has been a long while since I wrote a blogpost, what with being caught up in life stuff etc. This 1951 Singer SM Roadster 4AD has been stuck in my drafts for a while, and I figured that it was a good time to finally publish it..

The original Roadster released in 1939 was intended to be the roadster version of the Bantam saloon. Its body was built in the traditional method of aluminum panels fitted to a wooden framework, with brakes being mechanically operated. Production restarted after the war until 1949, with the arrival of the SM Roadster (4A) model. The 4AB model (released in 1950) had a shortened bonnet with curvier and steeper fenders, while the 4AD (released in 1951) was almost identical in bodywork and general specifications.

Both the 4AB and the 4AD were announced by Singer for the 1951 model year, with the 4AB destined for the home market and the 4AD for export only.  The most visible external differences between the 4AB and the 4AD were the bumpers, which were now larger and more rounded and the tail lights, which were mounted on long extension housings attached to the rear fenders. The 4AD also had a more powerful engine compared to the 4AB. Reviews noted that the 4AD was "a lively open tourer with a performance that falls somewhere between that of a similarly powered saloon and an out-and-out sporting car”.

The Singer 4AD Roadster was powered by a 1496 cc inline-4 engine, allowing it to reach a top speed of 117 km/h with an acceleration of 23.6 seconds [0-60 mph]. It had dimensions of 3835 x 1473 x 1486 mm and weighed in at 810 kg, with a fuel capacity of 10.9 litres / 100 km. 

Production of the Singer Roadster ended in 1955 with 3,440 4AD models made. A few units existed in Singapore previously, and this particular one was imported and registered in 1978. As the only unit here currently, it does not appear much except during the F1 drivers' parade: Fernando Alonso, Nico Hulkenberg, Romain Grosjean and Jenson Button have been ferried in it. Despite being 1 of 5 Singer cars in the country, it is amazing how someone appreciated the car well enough to bring it here long ago..hopefully you will be able to recognise it at the next F1 parade!