"Well, any hatchback could be a 'track-hatch' if you bought it and took it on track" was the choice response that tumbled out of the Six of the Best WhatsApp loop this week. This is true. And using the measuring stick famously applied by P.J. O'Rourke, a rented Dacia Sandero is all you'd need to have a fair crack at the WTCC title. Nevertheless, there's no question that the track-bias hatchback has become a distinct species in recent years - not least for the considerable stock some manufacturers put in driving very quickly round the Nordschleife.
Consequently the latest and greatest iterations are now silly money. The current 'compact cars' Nurburgring lap record holder is a prime example: £72k for a Megane Trophy-R is mind-bending. And frankly unnecessary. There are far more affordable hot hatches to amuse yourself with at a track day, so we've kept this week's buying criteria to a far more reasonable £20k. Much to Matt Bird's disappointment this eliminates recent collectables like the VW Golf GTI Clubsport S - but it does open up a treasure trove of other pit lane possibilities.
Their connecting thread of course is continued usability. We're not talking second cars here, otherwise your £20k would absolutely be better spent on a lightly used Caterham 7. The hatchback in question must be amusingly able on circuit, yes - but also capable of transporting you back home in relative comfort (albeit potentially not on the same tyres) and then undertaking a supermarket shop a day later. You get the idea. To the classifieds...
One day people will recognise the significance of the Peugeot Sport 208 GTI. They should do already, really, because it's absolutely brilliant. But for a few reasons (the Fiesta ST's recent dominance of the sector, the belief it's no better than a regular, torpid GTI and probably the price) the Peugeot Sport 208 hasn't garnered much affection. It really should have.
As this is meant to be the track-focused hot hatches, I'll tell you about driving the 208 on circuit. And say merely that it's as much fun as a Fiesta on the road. Seriously. The first track drive was the launch of the 30th Anniversary (as the upgrade package was originally) back in 2014. Obviously, the anniversary was for the 205 GTI; oh, how the assembled media mocked when Peugeot said this new car was imbued with the spirit of the old one. Then we drove the 208 30th Anniversary, skidded about looking through the side windows for 20 minutes, and mocked no longer - the 30th proved Peugeot could still make brilliant hot hatches.
The second was at Goodwood, which shouldn't suit a car with just 208hp. But, once more, the GTI was a hoot, rotating predictably into the quick stuff and pulling strongly out of the motor circuit's slower corners thanks to the standard limited-slip diff. It's a real joy on track, the 208 - if only more people would pay it attention. Maybe they will soon, as it seems unlikely to be replaced.
Hopefully, moreover, the Peugeot Sports will attract more attention as they depreciate from a slightly steep £22k asking price; this one has covered just 20k in four years and has £10,000 off. Matt grey isn't ideal, but it's preferable to any of the two-tone options, and a complete lack of ad description is never a good sign either. Although, that said, all you really need to know is that it's a Peugeot Sport 208 GTI for £12,000 - and it more than warrants comparison in this group. Even if you've never heard of it.
MB
It's not unusual for a hot hatch to be significantly improved with one update; just look at Renault and the leaps it made with Clio Cup and Megane Trophy. But the extent to which Vauxhall improved its Corsa VXR with the Nurburgring edition is much greater. With the addition of a few choice mods, this car went from being a torque steering terror to enthusiast worthy in an instant. All it took was a Drexler limited slip diff, Bilstein dampers and a lightweight wheel, plus a few Nurburgring-tuned details in between.
Perhaps my affection for the car comes from admittedly low expectations. How could a Corsa lay 205hp down into the tarmac, with steering lock on, so adeptly? The diff does wonders. And if I recall correctly, the ride is pretty good (although this is coming from a man with a Clio 182 on coilovers) or at least it wasn't much worse than the normal VXR. The stiffer and lower ride lends itself to more rear-end adjustability. And getting the inside wheel airborne.
What really cemented the Nurburgring's talents for me though was how Vauxhall's turbo 1.6, which was always punchy, suddenly felt like it was powering something matched to it. The engine, six-speed manual and uprated Nurburgring chassis felt cohesive; like it was the package that Vauxhall should have launched from the very start. Certainly it gave Ford and Renault something to think about - even if the £23k list price ensured that its impact was limited.
These days, though, used prices are much lower and while my pick's not in the shade of green I'd prefer, at under £9k - and with only 32,000 miles on the clock - it looks like a track day-ready bargain.
SS
I appreciate part of the appeal for the regular track-day goer is the fettling and improvements in the downtime before the next event; being able to experience how those non-standard mods help improve your racing line and geek out over that split second difference since your last visit (not that anyone times themselves obviously).
But my choice this week does away with that process almost entirely; a car that you could drive to and from the track, do nothing to all, and yet still hold your own against the non-road legal stuff. Carbon fibre bonnet, Polycarbonate rear windows, Sabelt carbon shelled bucket seats, harnesses, cage and Brembos all fitted as standard - all thats missing is a helmet!
Now the naysayers might criticise quite how track focused these are (harnesses for popping to Sainsbury's etc) and, yes, strapping yourself in and forgetting to close the door or explaining to someone why your hatchback doesn't have back seats can be tiresome. But the R26.R is designed primarily to work on the track - unlike some of the other cars I could mention here.
This one looks like a good example; no 8 of 230 comes with a full service history, recent cambelt change and only 2 owners since new (PHers I wonder?). The rarity means your money is reasonably safe too; keep it well maintained and you'd probably get most of your money back by the time you come to sell. There are precious few track cars which fall into that category.
SL
"The Honda Integra Type R is widely regarded as the best front-wheel-drive car of all time." It's normally best to take such sweeping statements on Wikipedia with a liberal pinch of salt. But when there are eight sources cited to back it up (the first of them written by CG's own Chris Knapman, back when he made The Telegraph's motoring section worth reading) it's probably worth giving it a little credence. And when Matt Prior, the doyen of British road testing, tells you it from the other side of a desk, you begin to believe.
Then, if you are very lucky, you get to drive one yourself. Hopefully one that ranks somewhere near the standard of the heritage car that Honda UK used to keep hidden away in Bracknell. Then you know for sure. It's true. The DC2 is bewilderingly, enchantingly and manifestly brilliant. It will not matter which year you drive it in because its level of indisputable brilliance ranks alongside the Caterham 7's indisputable rear-drive brilliance: it will feel this good forever come what may. That's how cohesive and crisp and uncanny and unstickable it is.
Our man in Lanarkshire evidently heard all this and took the plunge, bless him. By the sounds of it, he's had a roaring good time (you could hardly fail to) and - fortuitously for the purposes of this exercise - has plainly tracked it plenty. Consequently his car is 'no garage queen' which is fine and dandy because we're talking here about following on in exactly the same vein. The chassis has obviously been the recipient of some attention but we'll assume the addition of coilovers hasn't compromised the handling masterclass. Happily it will only cost you £7,500 to find out.
NC
If we're talking track day cars that you can also take to the shops on your way home, this is a fantastic option. The Subaru Impreza WRX STi was only produced in hatchback form for a couple of years, so it just makes the cut this week.
This example is a Prodrive Edition meaning it came direct from Subaru via Prodrive with a remapped engine, high-flow exhaust system, and lighter and wider 18" Prodrive GT1 wheels. According to the ad the original owner purchased this vehicle for his profession as an Emergency Response Doctor. The Prodrive Performance Pack boosts horsepower to 330hp and 347lb/ft of torque, which can only be useful when a life is on the line.
The Subaru all-wheel-drive system makes for a brilliant track day car for beginners and advanced drivers alike. The main complaint for Subarus on track is that they suffer from a bit of understeer but the STi has a dynamically-controlled centre differential (DCCD) which allows the driver to specify the ratio of power going to the front and back sets of wheels.
As far as Subarus go this one is extremely subtle in appearance. There are no gold wheels or large wings to show the Subaru heritage, although that's arguably a good thing when you want to own a track car but don't want to drive cross-country looking like a boy racer. If nothing else, this car is worth buying on the description alone, with two enthusiast owners who have "left this car wanting for nothing". I hope the next owner will be able to keep this car in the lifestyle to which it has become accustomed.
MD
If a road going track-focused hot hatch is what you're after, then no-one should look a millimetre further than the R56 MINI John Cooper Works GP. Commonly known as the GP2, it was a limited edition model with just 2,000 examples sold worldwide, with 218 hp coming from its turbocharged 1.6-litre engine.
Fitted with height-adjustable Bilstein coilovers, Recaro front seats (with the rears stripped out) and an electronic limited-slip differential, MINI were serious with how they wanted the GP to handle. But perhaps the most remarkable thing to note about the GP is those monster six-pot Brembo calipers up front; they're the equivalent of taking the anchor off a cargo ship and hanging it on a kayak to throw out at a moment's notice.
The GP used the revised N18 engine, doing away with the reliability issues of the N14 found in earlier JCWs. I owned a GP2 a few years ago and it's a reminder than sometimes less power is often more; I never found myself wanting and it made you grab it by the scruff of the neck and drive like you were 17 again. I never did find my way onto track with it sadly, so I've always been tempted to buy another to tick the box. This one will do nicely!
BL
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