11 hours ago
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If you were anything like me after first getting my driver’s licence, getting behind the wheel of something sporty, as quickly as possible, was the number-one goal.
Undoubtedly, this self-imposed ideal would have had plenty to do with all the Gran Turismo I played growing up, but acquiring a performance car was of key importance right from the get-go.
I ended up in a BMW E30 as my first car which, to me, was a happy halfway point between sportiness and practicality. It sounded good, it was dynamic and handled nicely through corners, and although it lacked outright power, the rev-happy M42 engine under its bonnet was super engaging.
Unfortunately, these days, it’s simply not as easy for automotive enthusiasts keen on a cheap performance car – whether you’re just getting your provisional licence or you’ve been fully licensed for 30 years.
Let’s quickly deal with used cars first. There are a multitude of reasons why used performance cars have jumped in price over the last five years. But, primarily, it was COVID-19 that induced a sharp spike in used car values due to unforeseen supply chain disruptions on new-car production lines.
As used cars such as a 10-year-old Toyota RAV4 suddenly jumped up in value, so too did sports cars alongside them. Whether it’s a JDM import, home-grown V8-powered Holden Commodore, or even something as humble as my E30 – these cars reached unattainable levels of value. This turned out to be bad news for car enthusiasts.
Inflated values for these types of cars still linger today, years on from COVID and well beyond the delays felt by the new-car manufacturing industry in its wake.
The most frustrating part is that new, cheap performance cars are thin on the ground too.
Over the last five years we’ve lost legendary nameplates such as the Ford Fiesta and Focus ST twins, Renault Megane and Clio RS variants, and Subaru’s iconic WRX STI.
Meanwhile, the performance cars that have managed to escape discontinuation have skyrocketed in price beyond attainable reach.
A decade ago, enthusiasts had the choice of the Kia Pro_cee’d GT (then priced from $29,990), a Toyota 86 (also from $29,990), the Ford Focus ST (from $38,290), and the Renault Megane RS265 (from $42,640) for a cheap performance car.
All these options – save for the Toyota 86 which made it to a new generation – are now discontinued.
Back then, a Volkswagen Polo GTI started at $27,790 and the iconic Golf GTI range kicked off from $41,490 (you could get manual examples of each, too, whereas these options are auto-only today).
Today, you won’t get into a Polo GTI for any less than $41,790, while the Golf GTI’s price has swollen beyond $58,990. These are increases of 50 and 42 per cent respectively.
Volkswagen Golf GTI Performance.
Very little has changed with the Mazda MX-5 in the past decade, though its price has risen by almost a third too.
Meanwhile, the cost of living has skyrocketed, making it far more difficult to prioritise frivolities like performance cars, and wage growth has slowed yet again. Not to mention, interest rates remain high, meaning borrowing capacity for assets like cars is limited further.
It makes for a disappointing realisation – that to get a tech-forward, safe, and warranty-backed performance car, you, frustratingly, have to spend so much.
But, we’re not in complete dire straits either. I am buoyed by the efforts of Hyundai N over the last decade, which has established not only a substantial breadth of fun cars to drive, but has also built a surprisingly large supporter base in a short amount of time.
Hyundai is not the only brand that’s breathing new life into performance cars. Toyota’s GR sub-brand has gifted automotive enthusiasts four cars that are designed for the racetrack rather than road.
However, while there are still some brands with performance-minded spirit, there simply isn’t enough competition out there (and sadly, not as many buyers as there once were) to forge a competitive hot hatch (or sports car) market.
Here’s hoping things take a turn for the better in the future, because the automotive world would be a far duller place without entry-level performance cars.
Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.
