The story of how the Mk1 Golf GTI came to be is well trodden. Mid-1970s Volkswagen engineers install a punchy 110hp fuel-injected 1.6-litre Audi engine into a Golf, tune the suspension a bit, give it a bit of a visual makeover and intend to launch it as a limited-to-5,000 special edition originally to be called Golf Sport until some genius swaps it to Golf GTI. Car buyers discover it, go crazy and, 40 years later, we’re on the seventh edition and counting.

That’s why Volkswagen UK has such a pristine late-model Mk1 GTI as part of its heritage fleet: four decades on from its global debut, we grabbed the keys to see if the magic is still there.

What are its rivals?

Today, the Golf GTI has innumerate rivals: back in 1976, it had none. It was the world’s first proper hot hatch and was more likely to be pitched against the dreary old MGB to decide affordable sports car honours. The Mk2 Ford Escort 1600 Sport and RS2000 were more family-friendly alternatives, albeit saloon only, but then it was really just specialists such as the Talbot Sunbeam Ti and Vauxhall Chevette HS: it wasn’t until the 1980s that rivals such as the Ford Escort XR3 and Vauxhall Astra GTE arrived.

What engine does it use?

The early 110bhp 1.6-litre Golf GTI Mk1 engine is from the Audi 80 GT. Dubbed type 827, the addition of Bosch K-Jetronic fuel injection was a serious advance for a 1970s audience used to carburetors. The car we drove had more, though: the later 1.8-litre engine, mated to a five-speed gearbox (early cars had four). Now producing 112hp (and, significantly, much more torque), this engine was really installed to prepare for the 1983 Mk2 Golf GTI. In a car weighing just 810kg, it was a bit of a luxury…

What’s it like to drive?

It’s not hard to see why the hot hatch quickly became a thing, because the Mk1 remains wonderful. It weighs next to nothing and the sweet, revvy engine is an absolute gem, meaning it sprints up to speed with a sprightly breeze totally at odds with its many asthmatic period rivals. It’s not as stiff as modern hot hatches but weight and dimensions control mean it doesn’t matter, and although the low-geared steering can be hard work, it’s as intuitive and grin-inducing as they come. Only the brakes are appalling (but then they always were).

Reliability and running costs

It’s a Golf, so it’s guaranteed to be reliable. Rust’s got many a Mk1 now but the ones that are left are either cossetted or restored, so should be fine. The engine is simple and easy, parts are generally in good supply and there’s endless specialists and forums out there to help you on your way. Classic insurance keeps hot hatch insurance under control and even fuel economy’s fine for a fast car this much fun.

Could I drive it every day?

If you don’t mind a lack of air con and brakes, driving a Golf GTI Mk1 every day wouldn’t be an issue: that’s always been part of the car’s very appeal. It’s tough, robust and supremely reliable (‘if only everything in life…’), qualities that made the original car seem revolutionary alongside flakey MGBs and Escort Mk2s.

How much should I pay?

Now you’re asking! Hot hatch prices, like many classic car values, are going bonkers at the moment. It’s easy to find yourself ogling £12,995 Mk1 Golf GTIs, half-convincing yourself that it’s a good idea. £5,000-£6,000 seems to be the safe starter point these days: you can get cheaper but it won’t be as peachy as cars costing a few grand more. At the other end of the scale, name your price: for example, there’s an apparently box-fresh one for sale online at the moment for nearly £19k…

What should I look out for?

Rust is the killer – well, rust and accident damage. Give any prospective purchase a thorough going over, both the bits you can see and, in particular, the bits you can’t: sills, inner wings, bulkheads, A-pillars and so on. Be very wary of cars trying to be something they’re not too, sold by people trying to make a quick buck in the current hot hatch craze. Solid interiors are a real selling point too: it’s hard to replace worn fabrics these days, and cracked dashboards will always be a mark-down.

Should I buy one?

If you want one, find one and can afford it, absolutely buy it. You’ll regret it if you don’t and won’t be disappointed if you do. The Golf GTI Mk1 is a bona fide classic and fully lives up to the hype of being a legend. As hot hatches become ever-more powerful and sophisticated, its delightful blend of simplicity, purity and performance shines ever-brighter and it’s a lovely reminder of where the idolized hot hatch lineage started. Even if it’s not a keeper, you’ll almost certainly sell it for a fortune when you’re finished.

Pub fact

The most lusted-for Mk1 Golf GTI is the Campaign runout special, sold in the summer of 1983. Officially, only 1,000 came to the UK, and these bear an ‘EW’ chassis number plus special extras like the Pirelli P-slot alloys pictured above. There are Campaign-alikes out there though, so check carefully if you’re buying what you think is one! Luckily, there are numerous websites out there which will help you make the very detailed checks required…

The Porsche Boxster reinvigorated the company’s fortunes in 1996 and has gone on to be an unmitigated success. But, 27 years earlier, an entry-level Porsche with the same mid-engined template went on sale. To celebrate 50 years of the unloved sports car, we take a trip down memory in a 1974 Porsche 914.

The Porsche 914 was launched at the Frankfurt Motor Show in October 1969 and its flatly-styled roadster body, twin luggage compartments and removable targa roof panel were a world away from the curvy 911 coupe.

Born of a Volkswagen/Porsche joint project to serve the needs of both companies, the 914 was built by Karmann and fitted with a range of Volkswagen-derived air-cooled four-cylinder engines and Porsche-engineered six-cylinder units.

While seen by many as a failure, the baby Porsche was in production from 1969-1976 and was considered a sales success, with 118,962 examples of the two-seater made. Rare in the UK, over 80 percent of 914s ended up in America.

What are its rivals?

The 914 was one of the first small sports cars to embrace the mid-engined idea. The little Porsche’s most notable competition was the Fiat X1/9 (pictured above) which shared the German car’s mid-engined layout and flat nose, but added a Triumph TR7-like wedge silhouette.

The Matra 530 pre-dated the Porsche and was another small two-seater which used the same configuration, while other competition included the front-engined, rear-wheel drive Fiat 124 Coupe/Spider as well as the Datsun 240Z and Opel GT. The MGC and Triumph TR6 meanwhile had the six-cylinder 914/6 in their sights.

What engine does it use?

Are you sitting down? If not, take a pew: we could be here a while. During the 914’s short six-year life, there were a bewildering 10 engine options. Early four-cylinder 914/4s borrowed an 80bhp fuel-injected 1679cc flat-four engine from the unloved Volkswagen Type 4/411 saloon, while the ‘proper Porsche’ 914/6 used a carburettor-fed six-cylinder 110bhp unit from the 1969 model year 911T.

Poor sales saw the 914/6 discontinued for the 1973 model year, replaced by a 2.0-litre four-cylinder unit with a similar output. Two years later the 1.7 was replaced by a 1.8, and various tweaks to the four-cylinder units to comply with tough U.S. emission laws resulted in a range of units with much-reduced power.

What’s it like to drive?

Most 914s weigh around 900kg, so expect adequate rather than blistering performance from a standard car. Early four-pot cars did the 0-60mph dash in around 13 seconds, while the six-cylinder 914/6 knocked three seconds off that. Performance isn’t at the top of the 914’s agenda, though. On a sunny day, with the roof stowed away in the boot, outrageous speed doesn’t matter when you’re bowling down leafy-lined country lanes.

When it was new, the 914 earned itself a reputation for being an arguably better-handling car than the contemporary 911 due to its mid-engined layout. Sit in the snug seat, grab the small steering wheel (all 914s were left-hand drive only) and revel in the little Porsche’s nimble control as you dart from corner to corner on relatively skinny 4.5/5.5-inch-wide 15-inch wheels.

Long footwells thanks to the car’s clever packaging mean short and long bodies shouldn’t have much trouble getting comfortable, and while the five-speed gearbox isn’t the most positive (sorted in 1973 with a side-shifting linkage), it just about does the job. Just inches away from your ears, the flat engine throbs behind you in a similar way to a Volkswagen Beetle’s.

Reliability and running costs

Just like the Volkswagen Polo featured in a previous Retro Road Test, the 914 has long lived in the shadow of more illustrious and famous siblings. Even more less well-known than other entry-level 1970s and 1980s Porsches such as the 924 and 944, the 914’s popularity is increasing.

Forty-five years since its birth and as values rise, it is now being seen as a classic in the making and even a member of the ‘proper Porsche’ club. Lots more replacement panels and parts are now available and there are a healthy number of Porsche specialists who actually know what the car is.

Could I drive it every day?

The 914’s small footprint and practical body with its pair of luggage areas can make it a everyday proposition. We know of one enthusiast who does just that and uses a later, more scruffy car (from a fleet of 10!) to bumble around in on a daily basis, keeping his concours condition car stored away.

The intense driving experience – given in part by that engine noise emanating from just behind your seat – steering wheel on the wrong side and sometimes recalcitrant gearbox might be too much for some. Unless the car has been seriously rust-proofed, we’d probably recommend occasional use only.

How much should I pay?

As befits their more popular and desirable status, range-topping 2.0-litre 914s are more expensive than their 1.7 and 1.8-litre siblings. Project four-cylinder cars can start at around £4,000 for a non-runner, rising to £8,500 for one which needs some spucing up. Tidier cars can command tickets of around £12,000, while restored models can fetch £15,000-£25,000.

The six-cylinder 914/6 is a rare thing and you should be prepared to pay upwards of restored four-cylinder car prices – we’ve heard of genuine matching number cars going for anything from £40,000. Always buy on condition, rather than specification.

What should I look out for?

As with all classic cars, rust is one of the major enemies of the 914. Check the labels for corrosion and damage, as well as misaligned doors which can point to more serious accident-related issues. Door handles can be fragile, too.

The battery tray can be a big 914 issue as rust can creep towards the rear suspension mountings and, along with corroded suspension turrets, can cause the car to collapse on its wheels. Check too for correct fit and alignment of the removable glassfibre targa roof panel – a non-sung fit can mean sagging sills.

Body seals can also go, especially on U.S. cars which have spent their lives in a hot climate. Replacement sets cost around £1,000. Similarly, sun-exposed dash tops can crack. Engines usually suffer few major problems, but where fitted, original fuel injection is much more preferable to carburettors.

With the earliest cars now 50 years old, fuel lines will need checking for leaks if they appear to not have been replaced in the past. Four-cylinder cars should have chassis numbers starting with ‘47’ (for Volkswagen Type 47), while genuine six-cylinder models will be known by their Porsche-derived ‘914’-led identifiers.

Should I buy one?

If one of a wide range of 1970s motoring oddballs tickles your fancy or you want a rare piece of Porsche history, then yes. Bold colours, striking looks, a practical and roomy body, and rarity value – when was the last time you saw one? – make the 914 genuinely appealing.

Those largely reliable Volkswagen-engineered and Porsche engines mean parts can be easily sourced, with around 1,700 now available. An eager online network of 914 owners and forums will lend enthusiastic support should you have a problem.

Pub facts

The Porsche 914 was badged ‘VW-Porsche’ in Europe and most other major markets thanks to its shared parentage, but only appeared with a Porsche badge in the U.S., removing all traces of the Volkswagen connection.

Eight Porsche 916 prototypes fitted with the engine from the 1973 911 Carrera RS were built for a suggested limited production run – before Porsche pulled the plug – while an even more powerful pair of near-300bhp eight-cylinder 914/8s were also made: a Blood Orange one for Ferdinand Piech and a silver car for ‘Ferdinand ‘Ferry’ Porsche.

Launched in 2003, the RX-8 was a successor to the RX-7, cost less than £20,000 when new and can now be picked up for less than a grand. A quirky four-seat sports car with suicide rear-doors and a weird engine, it’s a very tempting proposition if you’re hunting the classifieds for something a little unusual.

So, should you buy a secondhand Mazda RX-8? We drove a late example around Goodwood’s famous race track to find out.

What are its rivals?

Rivals include the Audi TT and Nissan 370Z. The Audi is more premium (and more reliable – how boring), while the Nissan is faster but lacks the RX-8’s finesse in the handling department. And neither has doors that open backwards.

What engine does it use?

This is where things get really interesting. The RX-8 used a bizarre piston-less rotary engine, producing a generous amount of power (232hp in the model we’ve tested here) from its small 1.3-litre capacity.

What’s it like to drive?

One of the biggest advantages of that rotary engine is its refinement. Today, in the age of downsizing and turbocharging, we associate small engines with poor refinement. But with the RX-8’s engine working in a rotational fashion, rather than thrusting pistons up and down, it’s beautifully smooth and refined.

It’s also quick – if you’re prepared to thrash it. Peak torque isn’t that peaky, just 156lb ft at 5,500 revs, but cling onto gears towards the 9,000rpm redline and you’ll be rewarded with a sports car that’ll hit 62mph in 6.4 seconds.

Mazda is good at manual gearboxes, so it’s no surprise to find the six-speed ’box in the RX-8 is slick to use. But if there’s one thing Mazda can do even better than manual gearboxes, it’s making a sports car handle well. It’s got years of experience with its MX-5, not to mention countless RX models, and the RX-8 has that winning combination of a tiny engine up-front, drive directed to the rear wheels and lovely, direct steering.

We drove it around a wet race track at Goodwood, and what a pleasure it was, the steering giving a spot-on indication of how much grip we had to play with. Meanwhile, the traction control reined in any sideways-ness caused by being clumsy with the throttle.

Reliability and running costs

If the way the RX-8 drives is a huge plus-point for the diddy rotary engine, the way it empties your wallet spoils the fun somewhat. We’ll come onto common issues shortly, but before we go any further, we’ll look at day-to-day running costs. Officially, it’ll return 24.6mpg, but consider any day where you achieve more than teens to be a good day. It’s not a sensible low-revving diesel.

Insurance can be a bit expensive (repairing a smashed one using parts from Japan isn’t cheap), and tax will set you back more than £500 if you go for a post-2006 model. Ouch.

Could I drive it every day?

If you can afford the running costs, the RX-8 would be a lovely car to drive every day. Thanks to those quirky rear doors, it’s surprisingly practical; getting in and out of the rear is easy enough, and even full-sized adults will fit in the back with few complaints.

Our high-spec RX-8 featured Alcantara seats, a Bose sound system and climate control. The latest RX-8s are just six years old so, provided you’re prepared to look after it, there’s no reason why you shouldn’t drive one every day.

How much should I pay?

While there are, incredibly, £500 RX-8s out there, we often suggest ‘pay as much as you can afford’ as a good rule of thumb. A tidy example that’s covered low miles and been owned by an enthusiast will be well worth the extra money over an abused example. A £7,000 budget will get you one of the best in the country, sold by a specialist – but you should be able to find a good one for £4,000.

Another approach is to buy a cheap one with a broken engine from an honest seller. An engine rebuild from a specialist costs in the region of £3,000 and could be a surprisingly economical way of making sure you’ve bought a good example.

What should I look out for?

The first question you should ask is how often the oil level has been checked. The official advice from Mazda is to check the oil after every second fill of the fuel tank. Officially, it’ll get through 250ml of oil for every 1,000 miles, but specialists say good examples will use less. A thrashed example can get through oil at an alarming rate, and should be avoided.

When the engine’s running, listen out for unusual noises. A persistent droning noise or a loud clatter could be the sign of stationary gear bearing failure, a relatively common issue that could require an engine rebuild.

Another critical issue with the RX-8 is the common hot-starting problem. On the test drive, attempt to restart the engine when it’s at normal operating temperature. It should start instantly. Many don’t, and some sellers put this down to a ‘quirk’ of the engine. It isn’t, and could signify expensive compression issues.

Should I buy one?

If you’ve got this far and haven’t been put off, we’ll assume you’re an enthusiast who will give an RX-8 the attention it needs. Buy one, but be fastidious about checking the oil. There’s an excellent support network out there for the RX-8… join forums, speak to owners and have a couple of grand set aside for work at a specialist.

If you buy a good RX-8, and look after it, it’ll be an enjoyable (and unusual) car to own.

Pub fact

The rotary engine was designed by a German engineer, Felix Wankel. He’s thought to have had the idea at a very young age, as at the age of 17 he reportedly told friends he’d invented “a new type of engine, half turbine, half reciprocating”.

Mazda stuck with the rotary engine for 45 years, starting with the 1967 Cosmo, and ending when the RX-8 was axed due to increasingly stringent emissions regulations in 2012.