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Please browse the selection below to see your vehicle spec.
Please note the list contains types of cars we have in stock and are commonly importing. Contact us if your preferred vehicle isn't on the list, and we will try to supply you with a spec for your car.
MITSUBISHI LANCER EVO
The world rally conquering Lancer Evo now has a fanatical following. With the Evo you can buy virtually a pukka rally car with Porsche-dispatching performance and handling for the price of an average executive saloon.
It all started off in 1992 when Mitsubishi launched its Evolution to get the Lancer homologated into rallying. The earlier road Evo came in three forms, I, II and III. All share tenacious four-wheel drive transmission and a mighty turbo charged 2.0LTR four-cylinder engine. The Evo I had 250BHP courtesy of an IIII turbocharger, and the 1993 Evo II got a power boost to 260BHP and tweaked suspension. The 1995 III's changes were more far-reaching. Power was up again to 270BHP and the engine gained an on-board water-spray for the intercooler. The breaks, suspension and gearbox were all improved, while it began to look wilder with a deeper, more sculpted front spoiler, side skirts and a larger boot spoiler.
The biggest evolutionary change yet came in 1997 with the Evo IV. Virtually every part of the car was changed, bringing about better balance and an output of 280BHP. But easily the most significant new arrival was Mitsubishi's Active Yaw Control system, which adjusts traction to the wheels with most grip. Combined with front and rear limited slip differentials, it imbued the Evo IV with a car's equivalent of superhuman strength through corners. The body started to resemble the Bat mobile too.
In 1998, the Evo V got more torque, Brembo brakes, Torsen front diff a viscous coupling centre diff and a water-spray. Extra muscles appeared too: a wider track and 17in alloys meant fat new wheel arches, and a wider front bumper/spoiler incorporated outer aerodynamic "ears".
Most spectacular of all is the Evo VI, launched in 1999. Even closer to Tommi Makinen's rally conquering car, it has made a huge impact. It has a larger intercooler, oil cooler and radiator, plus a new ECU. All Evo models came in two versions: a well-equipped GSR and stripped-out lightweight RS (around 100kg lighter), meant for competition work. Unless you want the unyieldingly raw feel of a rally car, go for a GSR, which is much easier to live with. There have been other recent additions. The Zero Fighter has an even more extreme body kit, titanium turbo, over 300BHP, new wheels and tweaked suspension. Then there is the Evo Makinen with the same titanium turbo, lower suspension, new air dam, Enkei alloys and Makinen badges.
The latest of the line is the Evo VII which is based not on the Lancer but on a slightly larger Japanese only saloon. It is more refined than the VI has similar performance and slightly less outrageous looks.
Parts for these cars are available through Mitsubishi and Ralliart UK as well as many specialist suppliers. Servicing costs are reasonable and reliability very good. The Lancer is one of the imported cars that benefits from additional under sealing as only a minimal amount is applied at the factory
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MITSUBISHI FTO
One look at the FTO and its obvious why it is one of the most popular of Japanese imports. It has exotic looks, fantastic handling and both versions of the fabulously smooth V6 2.0LTR have power to spare while providing decent fuel economy. The two front seats provide a comfortable environment while the rears accommodate children easily or an adult for short journeys. Servicing is straightforward and all parts are available through any Mitsubishi agent as well of course Distinctive Cars service department.
The FTO is available in the basic forms with two different gearboxes. The base vehicle is the GS and has a 1.8LTR four-cylinder engine producing 125BHP. Next in the range is the GR (post 97 called the GX), which features a beautifully smooth 2.0 V6 with 178BHP on tap. "Top of the tree" is the GPX (sometimes referred to by its engine type "MIVEC"), which has the same smooth 2.0 V6 as the GR but with variable valve timing, which helps up the power to a huge 200BHP at 7500RPM. Levels of basic trim throughout the range are similar and all cars digital climate control, air conditioning, power steering, electric windows, central locking, adjustable steering column, front fogs and sports trim.
Factory options include ABS, air bags, sunroof, traction control, rear wipers and a Hi-line rear spoiler. The FTO also responds well to larger alloy wheels Another innovative part of the FTO is the gearbox. Although a conventional 5-speed box is offered, most owners prefer the sequential "Tiptronic" gearbox. This gearbox allows changes up or down without the need for a clutch, and can be switched to full automatic form. The FTO provides a good blend of performance, practicality and economy with superb looks and reliability.
All FTO's imported by Distinctive Cars are totally corrosion free due to the lack of corrosive salts on Japanese roads and are in first rate mechanical order. As under seal is less than a UK car, additional protection can be applied to your imported FTO. Parts are easily available.
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MITSUBISHI GTO
This car is known in the UK as the 3000GT and for once the UK is similar to the higher specification Japanese vehicle. The twin turbo GTO (or 3000GT), has blinding performance from the twin supercharged 3000CC V6 engine, which is only really exceeded by exotic cars from the true super car class. A full specification car four wheel drive, 4 wheel steer, anti lock brakes, electronically controlled suspension, air bags, cruse control, power assisted steering and electronically controlled front and rear spoilers that lift and retract when the car reaches a certain speed. The earlier pre-facelift twin turbo (pop up headlamps) had a five speed manual gearbox and later one (faired in headlamps), a six speed. No automatic twin turbo's where made. For Japan only a cheaper "MR" version was marketed. This did not have the 4-wheel steer, active spoilers or electronically adjustable suspension.
Also only marketed in Japan was a normally aspirated version with around 230BHP, which is available in both 5-speed manual and automatic form. The normally aspirated car does not have the four-wheel steer, active spoilers, or electronic suspension of its twin turbo brother, but does offer the same stunning looks and decent performance for a lot less money.
We have found the GTO to be a fantastic all round sports car. It offers decent economy, brilliant reliability and head turning looks. Its 4-wheel drive system is superb and there can be no safer 300BHP car, even in inexperienced hands.
As with all Japanese vehicles, these cars have not suffered winters of being subject to road salt and are completely corrosion free in comparison to a similarly aged UK car. Under sealing is to a good standard and no further application is required.
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NISSAN SKYLINE
Probably the most exotic of all of the Japanese super cars the Nissan Skyline GTR needs little introduction to most sports car enthusiasts. Few cars can have been road tested more in recent years and even in standard form the 4 wheel drive, intelligent 4 wheel steer (Hi-CAS), twin ceramic turbo has proved unbeatable on track test against European exotics.
Lesser known however is the GTR's "baby brother", the GTS. This car shares a similar silky smooth straight six with one large (rather than two small) turbo's. It is rear drive with the same Hi-CAS four-wheel steer system as the GTR. Though slightly down on power (250BHP rather that 280), performance is still blistering.
Suspension is softer than the GTR (which could shake your teeth out!), making the GTS a much more comfortable everyday car. In standard form the GTS has none of the spoilers of the GTR and looks a little tame. Most of the cars imported by Distinctive Cars York however are fitted with NISMO (Nissan Motorsport), body kits and look absolutely fantastic!
The rear drive makes the car a lot more involving to drive than the 4 WD versions. A standard specification includes 4-wheel steer, Power assisted steering, Digital climate control, Air conditioning, Electric windows, Central locking and rear spoilers but the options/aftermarket list is endless!
Skyline arrive in the UK totally corrosion free due to the lack of corrosive salt on the Japanese roads.
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SUBARU IMPREZA WRX
The Impreza WRX has become a true legend. With more power, a far wider choice of models, better equipment and better value it's convincingly better than the UK turbo.
The "standard" WRX's power varies according to the year: the estate has a "mere" 220-240BHP; the saloon boasts 240-280BHP, plus a lower final drive ratio. The estate can be brought with 4-speed auto too. Basically pre-94 WRX saloons, recognisable by 15" alloys and red cloth inserts in the seats, have 240BHP, post 94 with 16" alloys and Grey inserts have 260BHP and STi versions have 280BHP, though there are a number of variations. This compares with 204BHP for the UK spec 94-99 vintage car.
Most Japanese Impreza's have air conditioning, retractable mirrors and rear wash/wipe on saloons. The STi gets climate control, remote central locking, electric windows, driver airbag and CD player. The legendary STi is the best all-round Impreza. STi stands for Subaru Techica International, reflecting the car's close rally associations. It's gearbox boasts closer ratios, a quicker shift action and a lower final drive. You also get a blueprinted engine with a red cylinder clock, forged pistons, bigger valves, better intercooler and bigger radiator.
The STi's aluminum lower front wishbones are supplemented by a stiffening carbon-fibre strut brace. Also the brakes are much stronger thanks to four-pot front calipers. Spot an STi by its by its fog lamp blanks, tall rear spoiler, pink front grille badge and aluminum bonnet and boot lid. The Type R two-door coupe is even harder and faster, gaining a pukka Group N rally gearbox, centre differential that can be altered by the driver, limited slip differential in the front axle, and a mechanical rear differential. There's also a lightweight Type RA.
Servicing of the WRX is generally quite low, though the stunning power output is at the expense of fuel economy, which is unlikely to be more than low to mid 20's. Insurance is slightly higher than the UK model Impreza turbo because of the significantly higher performance capabilities of the car. A point to bear in mind is that supper unleaded fuel with a 98 octane rating should be used. Most WRX's have a good standard of under seal.
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TOYOTA MR2
The normally aspirated Japanese Toyota MR2 is similar to the UK GT or GT T bar in most respects. There is no base (120BHP), model in Japan.
The Japanese car scores by having air conditioning and climate control, which is a real bonus especially in the glass roofed T-Bar version that can get very stuffy on hot days and power steering, which is a huge help at parking speeds. Earlier cars tend to be in much better condition than early UK cars as they have not been subject to years of corrosive road salt and are usually immaculate underneath.
Where the Japanese MR2 does differ from the UK car is at the top end of the range where a turbo model is available.
This car shares the engine of the world rally championship GT4 with Pre 94 cars having over 200BHP and post 94 over 240BHP. A CTD slip diff is fitted to cope with the extra power. The turbo MR2 really is a baby super car with fantastic dry (and exciting wet!), handling, superb performance and brilliant reliability.
Under sealing is of good quality and no further application is required.
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TOYOTA SUPRA
Only a few years ago the thought of ever owning that latest generation Supra was just a pipedream for the majority of drivers. Such was the cost new that Super cars were a rare sight on UK roads, which kept used prices extremely high. However, since the flood of Japanese Supra's started to hot our shores a few years ago the price of these awesome machines has fallen to a level that even the most optimistic buyer could not have dreamt of.
Of all the "Japanese Super cars" (Skyline, GTO, 300ZX etc), that Distinctive Cars have sold over the years the Supra is by far the most popular. The Japanese car is available in both Turbo (RZ/GZ), and normally aspirated form (SZ), unlike the UK model, which was only available Turbo charged. Both versions are available in both manual and automatic form with the Turbo being a 6-speed box and the non-turbo a 5 (until 1996).
The twin Turbo Supra has around 300 BHP, rear drive, Electronic traction control (to help cope with the power), active front spoiler that covers automatically at a certain speed, air conditioning with automatic climate control, one of a range of Toyota sound systems with multiple speakers, anti-lock breaks, power steering and a full electric pack. An "Aero top" version is rare but available with a lift out roof section.
Driving the twin turbo demands a certain level of skill, especially in the wet when, despite the traction control, the huge power means the back end can easily break away. To a competent driver however the car is a rewarding and exhilarating driving machine.
The non-turbo Supra offers the looks of the twin turbo car but is more forgiving. It still has 230BHP and is capable of around 145MPH but is much easier to drive in less experienced hands.
Level of equipment is similar but without the traction control or active spoilers. Obviously running costs are also lower than the Turbo.
Supra's respond well to modifications and toning companies in Japan such as TRD (Toyota Racing Developments), and Vielside have produced some fantastic kits for Supra's which make the car look outrageous! Aftermarket alloys and leather trim are other extras that improve further this great car.
As with all Japanese vehicles Supra's are completely corrosion free due to the lack of corrosive salt which is used on UK roads (have a look underneath a 93 Supra and you will find a "like new") Mechanicals are pretty much "bullet proof" All in all the Supra is a fabulous all round super car.
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