Affordable Supercars

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Affordable Supercars
Finding Today's Performance Bargains

By Terry McGean of Car Craft


For guys like us, typical daydreams revolve around high-performance iron, usually equipped with a thumpin' V-8 that puts lots of power down through the rear wheels. Mostly, it's muscle-era stuff like Chevelles, Chargers, and the like, but it might just as easily include a Tri-Five Chevy or a pre-war Ford. No matter how you slice it, we spend hours envisioning what we'd do to that car tucked away in the garage, or the one we saw on the way to work, or the one we let slip away years ago. The lucky ones get to follow this up by actually wrenching on the cars of their dreams, but many of us are facing a dilemma in the world of street machining: The cars we know and love are getting prohibitively expensive. Between the baby boomers and the Gen Xers that are starting to make serious bank, prices on the cars of the '60s and '70s are skyrocketing out of the grasp of the average workin' man.

But all is not lost. Those of us on meager budgets don't have to give up on the classics completely--we just have to look elsewhere for reasonably priced project fodder. You can still find good deals on proper iron without having to resort to wrong-wheel-drive with a gutter pipe and "noss." We've assembled a smattering of offerings, mostly from the '80s and early '90s, that offer exceptional potential at bargain prices. Since the automotive aftermarket is currently as strong as it ever has been, finding the hardware necessary to boost output to desired levels is rarely a problem. We've outlined our picks for budget street machine subjects and offered some advice on what to look for and what to do once you've taken title. Keep the faith and hit the classifieds.

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Fox Mustang (1979-1993)

We're starting here because it's the most obvious choice for what we consider late-model performance, even though the oldest injected 5.0s are now 18 years old. The Fox-platform-based 5.0L Mustangs were relatively cheap even when they were brand-new, and Ford cranked out countless thousands of them between '82 and '93, so terms like "rare" don't really apply to most models, even 20 years later. This means pricing is quite reasonable. Popularity keeps 5.0 models from dipping too low, but really clean examples can be found in the $5,000 range. Cars that are a little rough around the edges can be had for much less, sometimes dipping below $2,000. High mileage is almost a given for these cars at this point in time, but it isn't really a concern, provided the car in question was well maintained. It's not uncommon to see forged-piston 5.0 Mustangs ('85-'92) with well over 100,000 miles sporting blowers or nitrous kits on the original short-block with no problems. The drivetrains in the '86-'93 versions were really overbuilt, and have proven time and again that they can handle lots of abuse and power output levels that more than double the factory ratings. The possible exception to this is the T5 manual five-speed trans, but if you really need to harness lots of power during full-throttle powershifts, the Tremec gearbox is nearly a bolt-in upgrade. The list of aftermarket performance parts for these cars seems endless, and used 5.0 speed parts are traded more frequently than blue chip stocks on the Internet. Fox Mustangs are still plentiful and still one of the best bangs for the buck out there.

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SN-95 Mustang (1994-1998)

By the dawn of the '90s, the rampant popularity of the Fox Mustang had fueled Ford to design a suitable and somewhat more advanced replacement. The new-for-'94 Mustang, internally dubbed SN-95, still rode on a Fox-type platform, though it was modified beyond the earlier cars, and it still used pushrod 5.0L power. Close inspection of the SN-95 chassis reveals that many of the parts and pieces developed by the aftermarket to shore up the flimsy Fox chassis had been incorporated in the new car by the factory. Stuff like strut-tie bracing, engine-bay bracing, torque-box reinforcement, and other improvements make SN-95 cars far more rigid than their predecessors. Aftermarket support is as strong as it is for the earlier cars, and about the only disadvantage of the SN-95 is the extra couple hundred pounds. Other than that, the '94-'95 models have the same basic hardware as the Foxes, including the 5.0 engine, T5 transmission, and 8.8-inch rear axle, and though some specifications vary, it responds to the same tricks. The newer Mustangs have held their value well, but with an all-new Mustang set to debut soon, prices on the now-decade-old early SN-95s are coming down and dipping below the $5,000 price point.

All SN-95s use five-lug wheels, and all V-8 cars have four-wheel discs, eliminating the need to perform these standard Fox upgrades. There are many varieties of factory 17-inch wheels available, which can be had at very reasonable prices, and further brake upgrades are a snap, particularly if you use SVT Cobra stuff. Get yourself a set of rear gears, which are super cheap even when sourced directly from Ford Racing (about $160 a set), maybe a good shifter, and set of shorty headers and an after-cat exhaust, and you've got yourself a nice little high-13-second, dead reliable, 20-plus-mpg cruiser.

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Third-Generation Camaro/Firebird

The General Motors F-body twins, and the Camaro in particular, maintained American icon status for decades following their instant-success introduction for the '67 model year. Through good times and bad (and much of it was bad), the Camaro and Firebird soldiered on, bringing youth-oriented style and at least some level of performance to the market even when Ford's pioneer ponycar became a glorified Pinto. Most enthusiasts agreed that the third generation F-car was long overdue when it debuted for the '82 model year. It was a clean sheet of paper design, save for the drivetrain, and a real departure from previous designs. Unfortunately, the version that appeared in '82 was clearly a compromised project, with weak 305 powerplants coupled to even weaker TH200 non-overdrive transmissions and 7.5-inch rear axles. The upside of course is that the third-gen F-cars steadily improved over the course of their run, taking great strides when the Tuned-Port Injection system hit the scene for '85. By the time third-gen production wrapped up in 1992, a long list of factory parts variations had developed, and interchangeability throughout the run was relatively easy. So today, you can mix and match parts from these cars along with the vast offerings from the aftermarket to create a slick performer for the street that can handle the strip, slalom, or road course, as third-gen F-cars have excelled at all of these forms of competition at one time or another. At this point in time, even 5.7L TPI models can be had in the neighborhood of $2,500 in fair condition; particularly clean examples run closer to $4,500 while beaters hover in the mid-teens. Older carbureted versions are usually much cheaper, though they too hold potential.

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Fourth-Generation Camaro/Firebird

It almost seems strange to say, but even the latest (and last) generation of the F-body is creeping into the budget category. Granted, you're still not going to find an LS1-powered six-speed car for chump change, but some of the early LT1 models are dipping into the $5,000 category, and in 2004 dollars, that's a lot of car for the money. Think of it: just shy of 300 hp, 325 lb-ft of torque, all through a trans that is still considered state-of-the-art in manual gearboxes, wrapped in a slick shell with four-wheel discs and at least a 16-inch wheel/tire combo. Ten years ago this was the stuff of street machiners' dreams, even without the air conditioning, CD player, and clean smog certificate that will almost certainly accompany the rest of the package. Now you can have it all for less than half the price of a new Hyundai.

From there, all it would take is a proper cold-air kit to eliminate the restrictive factory airbox and ducting (on non-Ram-Air models), a decent after-cat exhaust system, and perhaps a set of 3.73 gears to produce a solid 13-second ride that would still be as practical day-to-day as your aunt's '86 Caprice. Want to hit a road course? These cars were suitable for basic track use right off the showroom floor, but of course, the aftermarket has plenty of suspension and brake upgrades to further enhance the fourth-gen's ability.

One of the biggest criticisms of the fourth-gen cars when they were new was their overly "plasticy" interiors, but a decade later, most of the ones we've checked out seem to be holding up quite well; the same can usually be said for the factory paint jobs. The LT1 engines have proven to be quite durable as well, as are the T-56 six-speeds. On the other hand, the 4L60 overdrive automatics seem to be a hit-or-miss deal, depending on the mileage and prior use and maintenance, and the 75/8-inch rear axles are really not adequate to harness the power of these cars if sticky-tire drag racing is part of your plan. Still, bolt-in 12-bolt and 9-inch assemblies are just a phone call away.

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Cop Cars

If you read these pages regularly, you've likely seen our in-house '96 Caprice 9C1, otherwise known as a police-package model. The uninformed question our selection of a big, white sedan for performance use, but anyone familiar with this package, or police packages in general, understands the appeal. Cop cars--at least those intended for highway pursuit work--are factory designed and built for high-performance in acceleration, top speed, braking, and handling. In addition, the factory knows that these cars must be able to endure prolonged abuse if the purchasing agents are going to come calling again next year. All of these factors make them perfectly suited to car crafters.

The basic formula usually consists of stripper model equipped with a strong engine and transmission, mild performance gearing, limited-slip differential, beefy brakes, a heavy-duty frame/chassis, and separate coolers for all of the vital fluids. The only part of the deal that may not seem so appealing is the extra set of doors, but cars like the Impala SS have gone a long way to legitimize the modern performance sedan.

Our LT1-powered Caprice put 217 hp to the wheels bone stock, and jumped to 235 hp with the most basic upgrades. From the factory, this car is capable of low-15-second quarter-mile times with good air, and top speed is listed at just over 140 mph. Thanks to the Impala SS, the aftermarket makes a decent amount of engine, exhaust, and suspension pieces to boost the heavyweight's performance even further.

But there are plenty of other options for police models on the market. Back in the '80s, the square-body Caprices ran traditional small-block 350s, while Ford offered a 351W in the square Crown Vic. Even Chrysler stayed in the rear-drive cop car game through the end of the decade with Diplomats and Furys running 318s with four-barrel carbs. All of these models offered the heavy-duty goodies and enhanced handling police cars are known for.

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GM A/G-Bodies

Although the most recent example of GM's A/G rear-drive platform vehicles rolled off the assembly line back in 1988, these are still excellent foundations for street machine projects. The A-body platform housed the '78-'83 Malibu and the '78-'87 El Camino while the G-body comprised the '78-'88 Monte Carlo and its clones, like the Regal, Cutlass, and Grand Prix.

The A/G cars could be considered miniature versions of the earlier Chevelles and its BOP siblings, using very similar chassis architecture but having the advantage of being significantly lighter in many cases. The potential downside is that the best engine ever offered in an A or G from the factory was the 305 H.O., rated at 190 hp. This engine was only installed in the Monte Carlo SS, and isn't really worth transplanting, but if smog checks aren't a concern, any Chevy small-block is a bolt-in, and big-blocks aren't much more difficult. We opted to go the update route with our own '78 Malibu project and swapped in the fuel-injected LT1 and 4L60 overdrive trans from a '95 Trans Am to make big improvements in performance while remaining in the good graces of the California smog police.

The aftermarket does service these cars to a certain extent. Hotchkis offers suspension packages, Edelbrock makes a tubular header system that's smog-legal for certain applications, and Moser Engineering offers a 12-bolt housing while Currie does the same with the Ford 9-inch. Big-diameter exhaust systems are out there, too, and Original Parts Group recently added an A/G-body catalog to its plethora of restoration and performance parts listings. You have your choice of body styles, from the Malibu two-door sedan to the Monte Carlo formal coupe, El Camino truck hybrids, and wagons. There were even four-door police package Malibus from '79-'83. Prices range from free right on up to five figures for Turbo Regals--the choice is yours.

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Early C4 Corvette

We never thought a Corvette--any Corvette--could be considered a budget-oriented vehicle, but as you read this, the prices on early C4 models from the mid-'80s are slipping to wonderfully low levels. Granted, the examples that have been tucked away and kept in excellent condition still fetch a decent buck, but those that were actually used as regular transportation (and are showing it) are dipping to our $5,000 price point. A staff guy from one of our sister mags recently picked up an '86 TPI/700-R4 Vette coupe for $3,500, and while it needs a little attention, it's a sound car and an unbelievable value when you consider the level of performance that it offers. The current trend in car crafting is to update older musclecars with modern brakes, suspension, and engine management, but the C4 left the factory with much of this stuff already in place.

To stay at or within the $5,000 range, you probably won't be able to go beyond an '86 model, and then probably an early '86 as the later versions received aluminum cylinder heads and a power boost as a result, and this tends to increase their value. The '84 model is the first of the C4s, and the most plentiful of the early cars, but it's also the only one to use the much-maligned Cross-Fire Injection system. This arrangement used two single-barrel throttle bodies in a cross-ram arrangement, but didn't deliver the type of performance its appearance seemed to promise. Modifications beyond stock are often limited by the induction, but many owners have enjoyed thousands of trouble-free miles from the Cross-Fire system.

A better bet is the '85-up Tuned-Port Injection system, which is far more capable and tunable. Another caveat is the manual transmissions of this era; the T10 box is OK, but the overdrive unit hanging off the rear can be problematic. Due to the nature of the C4 chassis, trans swaps to alternate gearboxes are not a simple affair. The familiar 700-R4 is probably the safe route here. If you're not concerned about the gold-chain stigma, the early C4 is a lot of car for the cash.

[Jasonl]

MkIII Supra turbo seems like it would qualify, IMO.

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Jasonl said:

MkIII Supra turbo seems like it would qualify, IMO.

True...but...these is a Car Craft article...not many imports are considered...

I would also add: Tbird SC, Pontiac GTP, SVT Focus, Taurus SHO....(Cheap, street, and daily-driven)

[Ogar]

My favorite car i ever had was a 72 Ford Torino Sport with a 429 Cobra Jet engine. Man i miss car

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Ogar said:

My favorite car i ever had was a 72 Ford Torino Sport with a 429 Cobra Jet engine. Man i miss car

I have a 429 at my Dad's house..
That was a sweet car bro..
Good to see u dig Blue Ovals