Tweet
Some might be quirky, some might be fast, but all are now eligible for the 15-year rule for legal imports.
In Canada, car enthusiasts have a major advantage over their American peers. Colloquially called the 15-year rule, it gives us legal, unrestricted access to import cars never officially sold here as soon as they turn 15. Across the border, collectors need to wait until their dream car turns 25. Plus, finding a 15-year old car in serviceable shape is much easier than finding a 25-year old model in similar condition.
Not every car eligible for a one-way trip to Canada in 2018 is worthy of our lust. Here are some that are, and a few from 2002 that we’d also look for while we’re abroad.
Alfa Romeo GT (2003)
The GT gave buyers enthralled by idea of an Alfa Romeo coupe a more family-friendly alternative to the radical-looking GTV. Penned by Bertone, it borrowed styling cues from other members of the company’s line-up, like the 147 hatchback and the sexy 156 sedan. In other words, it was gorgeous and well-proportioned.
Base variants were, by most accounts, underwhelming to drive. However, the range-topping model boasted a 3.2-litre V6 with 240 horsepower and a surprising amount of bite in spite of its front-wheel drive architecture. The six-cylinder model is unquestionably the enthusiast’s choice in the lineup, and good ones are already ending up in the careful hands of dyed-in-the-wool Alfisti.
Citroën C2 (2003)
Launched in 2003, the C2 demonstrated Citroën hadn’t lost touch with its quirkiness – at least when it came to design. This tiny two-door, four-seater city car wore a funky look characterized by a curved front end, a stepped belt line and a trunk accessed via a two-part hatch-and-tailgate setup.
While entry-level models were basic and hopelessly cheap, don’t write off the C2 as yet another soul-crushing econobox. The 125-horsepower VTS model was a proper hot hatch that’s still widely used in hill climb events across Europe today.
Fiat Panda (first-generation, 2003)
The original Panda was designed by the legendary Giorgetto Giugiaro, then Fiat hired American designer Chris Bangle to work on a replacement in 1985. For reasons that remain murky today, the original Panda ended up staying in production with only minor design tweaks until May of 2003. The later cars were the very best of the breed.
The original Panda is exceptionally basic but tolerably so. It’s usable on a daily basis. You’re not alone if you’re shopping for one of the last examples built, but rest assured there are plenty to go around. It was one of the best-selling cars in Italy right up until the end of production. We recommend sourcing a 4×4 model to effortlessly cruise across the tundra.
.jpg)
Ford Falcon GT (2003)
Ford’s Australian division made several high-performance, GT-badged Falcons from 1967 to 1976. Tuner Tickford helped the Blue Oval bring back the badge in 1992 and in 1997, both times as a limited-edition model. At the turn of the millennium, executives decided the time was right for a full-fledged comeback.
The task of developing the 21st century GT was entrusted to Ford Performance Vehicles, Australia’s equivalent to the Ford Special Vehicles division that developed the Mustang Cobra R and the F-150 Lightning, among other models. The 2003 Falcon GT used a model-specific 5.4-litre Boss 290 V8 engine rated at 390 horsepower and 380 pound-feet of torque. If there was ever a modern-day Mustang for the entire family, this was it.
It was fast and it looked the part. The GT treatment included a full body kit with a sizable hood bulge, a large air dam embedded into a deep front bumper, side skirts, and a spoiler out back.
HSV Avalanche XUV (2003)
In Canada, the Avalanche is a pickup-SUV cross with a Chevrolet emblem on the grille. In Australia, it’s a four-door car-based pickup with Corvette power. Both are equally offbeat in completely different ways.
Holden Special Vehicles designed the Avalanche XUV by starting with a bone-stock Crewman Cross 8. Think of it as a modern-day El Camino with a little bit more ground clearance, plastic cladding, and four doors. Holden shoehorned a 362-horsepower LS1 V8 into the engine bay and called it an XUV, an acronym which stood for X-treme Utility Vehicle. Production remained low, so the Avalanche is a safe bet if you want a future classic with an Australian passport.
Smart Roadster (2003)
The Roadster and Coupe showed the fun, sporty side of the Smart brand. Both sat on an extended version of the platform found under the original fortwo, and they used an evolution of its 698cc turbocharged three-cylinder engine, but they were completely different beasts. With help from sister company Mercedes-Benz, Smart managed to build one of the best affordable driver’s cars since the original Mazda MX-5 Miata arrived in 1989. The most powerful Brabus-massaged variants weighed around 830 kilograms yet they offered 101 horsepower along with direct, nimble handling.
European buyers rushed to the nearest Smart dealer to drive home in a Roadster or a Coupe. Sales exploded during the models’ first year on the market. Unfortunately, the love affair turned sour after a few short years of ownership. The Roadster model was not entirely water-proof, much to the chagrin of British and German buyers, and repairing the uncommonly high array of issues both body styles experienced cost Daimler a considerable amount of money in warranty claims.
Officials pulled the plug on the project after smart produced less than 50,000 examples. They’re not the most trouble-free cars you can import from Europe, but they’re among the most rewarding to drive.
Audi RS 6 Avant (2002)
Audi sold the original RS 6 in North America for a single model year, though the hot-rodded sedan came only with an automatic transmission prone to costly failures. While the German brand quickly gave up on the segment in North America, it continued selling the sedan and station wagon variants of the RS 6 in Europe, where the model was offered with an enthusiast-approved stick-shift. Carbon fiber trim, a small revolution at the time, reminded the occupants they weren’t sitting in a run-of-the-mill A6.
Named Avant, the wagon remains the most desirable variant of the original RS 6. It offers 444 horsepower from a twin-turbocharged 4.2-liter V8 and 455 litres of trunk space. With a high enough maintenance budget, you can use it to commute during the week, to go to the hardware store on Saturday, and to race on Sunday.
Daihatsu Copen (2002)
Daihatsu’s Copen stands proud as one of the few kei cars ever to venture out of Japan. In its home country, it was built around a 660cc turbocharged four-cylinder engine rated at 63 horsepower. That doesn’t sound like a lot, but it’s enough to have a blast in a pocket-sized convertible that tips the scale at only 810 kilos.
If you’re not convinced, look for a Euro-spec Copen. Cars sold on the Old Continent swapped their regulations-mandated 660cc for a 1.3-liter four-cylinder tuned to produce 86 horsepower. Weight went up slightly, but all variants of the Copen stayed below the 850-kilo mark. Did we mention it’s cute, too?
Honda Accord Euro R (2002)
The Honda Accord sold outside of North America in the early 2000s probably looks familiar. We knew it as the Acura TSX. The two models shared many components inside and out, but the Japanese and European markets received a sport-focused Accord named Euro R updated with Integra Type R power.
The 2.0-litre, 220-horsepower four-cylinder engine shifted through a six-speed manual transmission. Depending on the variant, it could be decked out with a Momo steering wheel and Recaro bucket seats for the front passengers. In comparison, the North American-spec TSX’s output peaked at 205 horsepower late in the production run.
Jeep Grand Cherokee CRD (WJ, 2002)
If it’s torque you’re after, the Jeep Grand Cherokee’s 4.7-litre V8 is undeniably your best option. If you want efficiency, too, you need one of the turbodiesel-powered models sold in Europe.
Across the pond, the second-generation Grand Cherokee launched with a 3.1-litre turbodiesel five-cylinder engine built by VM Motori. It wasn’t great. It made just 138 horsepower and, like a vast majority of VM engines, it proved monstrously unreliable. We’ve met mechanics in Europe who refuse to work on them.
In 2002, Jeep took advantage of Chrysler’s tie-up with Mercedes-Benz parent company Daimler to replace the VM engine with the E-Class’ 2.7-litre turbodiesel. Called CRD, the five-cylinder generated a more usable 161 horsepower and, importantly, a V8-like 295 pound-feet of torque. It spun the Grand Cherokee’s four wheels via a Mercedes-sourced automatic transmission and Jeep’s home-brewed four-wheel drive system.
TVR Tamora (2002)
With the Tamora, TVR jettisoned itself into a segment dominated by the razor-sharp Porsche Boxster S. It was smaller and cheaper than the mighty Griffith, and it used a V6 engine instead of a V8, but it inherited all of the genes that made its bigger siblings true driver’s cars in every sense of the term.
The public, however, disagreed. At launch, many TVR owners and enthusiasts decried the idea of an entry-level model. While some continue to argue there’s no replacement for displacement, the Tamora is now a relatively accessible entry point into TVR ownership that’s a lot more fun to drive than brand snobs give it credit for. The design, you ask? That’s very much a love-it-or-hate-it proposition.
In Canada, car enthusiasts have a major advantage over their American peers. Colloquially called the 15-year rule, it gives us legal, unrestricted access to import cars never officially sold here as soon as they turn 15. Across the border, collectors need to wait until their dream car turns 25. Plus, finding a 15-year old car in serviceable shape is much easier than finding a 25-year old model in similar condition.
Not every car eligible for a one-way trip to Canada in 2018 is worthy of our lust. Here are some that are, and a few from 2002 that we’d also look for while we’re abroad.
Alfa Romeo GT (2003)
The GT gave buyers enthralled by idea of an Alfa Romeo coupe a more family-friendly alternative to the radical-looking GTV. Penned by Bertone, it borrowed styling cues from other members of the company’s line-up, like the 147 hatchback and the sexy 156 sedan. In other words, it was gorgeous and well-proportioned.
Base variants were, by most accounts, underwhelming to drive. However, the range-topping model boasted a 3.2-litre V6 with 240 horsepower and a surprising amount of bite in spite of its front-wheel drive architecture. The six-cylinder model is unquestionably the enthusiast’s choice in the lineup, and good ones are already ending up in the careful hands of dyed-in-the-wool Alfisti.
Citroën C2 (2003)
Launched in 2003, the C2 demonstrated Citroën hadn’t lost touch with its quirkiness – at least when it came to design. This tiny two-door, four-seater city car wore a funky look characterized by a curved front end, a stepped belt line and a trunk accessed via a two-part hatch-and-tailgate setup.
While entry-level models were basic and hopelessly cheap, don’t write off the C2 as yet another soul-crushing econobox. The 125-horsepower VTS model was a proper hot hatch that’s still widely used in hill climb events across Europe today.
Fiat Panda (first-generation, 2003)
The original Panda was designed by the legendary Giorgetto Giugiaro, then Fiat hired American designer Chris Bangle to work on a replacement in 1985. For reasons that remain murky today, the original Panda ended up staying in production with only minor design tweaks until May of 2003. The later cars were the very best of the breed.
The original Panda is exceptionally basic but tolerably so. It’s usable on a daily basis. You’re not alone if you’re shopping for one of the last examples built, but rest assured there are plenty to go around. It was one of the best-selling cars in Italy right up until the end of production. We recommend sourcing a 4×4 model to effortlessly cruise across the tundra.
Ford Falcon GT (2003)
Ford’s Australian division made several high-performance, GT-badged Falcons from 1967 to 1976. Tuner Tickford helped the Blue Oval bring back the badge in 1992 and in 1997, both times as a limited-edition model. At the turn of the millennium, executives decided the time was right for a full-fledged comeback.
The task of developing the 21st century GT was entrusted to Ford Performance Vehicles, Australia’s equivalent to the Ford Special Vehicles division that developed the Mustang Cobra R and the F-150 Lightning, among other models. The 2003 Falcon GT used a model-specific 5.4-litre Boss 290 V8 engine rated at 390 horsepower and 380 pound-feet of torque. If there was ever a modern-day Mustang for the entire family, this was it.
It was fast and it looked the part. The GT treatment included a full body kit with a sizable hood bulge, a large air dam embedded into a deep front bumper, side skirts, and a spoiler out back.
HSV Avalanche XUV (2003)
In Canada, the Avalanche is a pickup-SUV cross with a Chevrolet emblem on the grille. In Australia, it’s a four-door car-based pickup with Corvette power. Both are equally offbeat in completely different ways.
Holden Special Vehicles designed the Avalanche XUV by starting with a bone-stock Crewman Cross 8. Think of it as a modern-day El Camino with a little bit more ground clearance, plastic cladding, and four doors. Holden shoehorned a 362-horsepower LS1 V8 into the engine bay and called it an XUV, an acronym which stood for X-treme Utility Vehicle. Production remained low, so the Avalanche is a safe bet if you want a future classic with an Australian passport.
Smart Roadster (2003)
The Roadster and Coupe showed the fun, sporty side of the Smart brand. Both sat on an extended version of the platform found under the original fortwo, and they used an evolution of its 698cc turbocharged three-cylinder engine, but they were completely different beasts. With help from sister company Mercedes-Benz, Smart managed to build one of the best affordable driver’s cars since the original Mazda MX-5 Miata arrived in 1989. The most powerful Brabus-massaged variants weighed around 830 kilograms yet they offered 101 horsepower along with direct, nimble handling.
European buyers rushed to the nearest Smart dealer to drive home in a Roadster or a Coupe. Sales exploded during the models’ first year on the market. Unfortunately, the love affair turned sour after a few short years of ownership. The Roadster model was not entirely water-proof, much to the chagrin of British and German buyers, and repairing the uncommonly high array of issues both body styles experienced cost Daimler a considerable amount of money in warranty claims.
Officials pulled the plug on the project after smart produced less than 50,000 examples. They’re not the most trouble-free cars you can import from Europe, but they’re among the most rewarding to drive.
Audi RS 6 Avant (2002)
Audi sold the original RS 6 in North America for a single model year, though the hot-rodded sedan came only with an automatic transmission prone to costly failures. While the German brand quickly gave up on the segment in North America, it continued selling the sedan and station wagon variants of the RS 6 in Europe, where the model was offered with an enthusiast-approved stick-shift. Carbon fiber trim, a small revolution at the time, reminded the occupants they weren’t sitting in a run-of-the-mill A6.
Named Avant, the wagon remains the most desirable variant of the original RS 6. It offers 444 horsepower from a twin-turbocharged 4.2-liter V8 and 455 litres of trunk space. With a high enough maintenance budget, you can use it to commute during the week, to go to the hardware store on Saturday, and to race on Sunday.
Daihatsu Copen (2002)
Daihatsu’s Copen stands proud as one of the few kei cars ever to venture out of Japan. In its home country, it was built around a 660cc turbocharged four-cylinder engine rated at 63 horsepower. That doesn’t sound like a lot, but it’s enough to have a blast in a pocket-sized convertible that tips the scale at only 810 kilos.
If you’re not convinced, look for a Euro-spec Copen. Cars sold on the Old Continent swapped their regulations-mandated 660cc for a 1.3-liter four-cylinder tuned to produce 86 horsepower. Weight went up slightly, but all variants of the Copen stayed below the 850-kilo mark. Did we mention it’s cute, too?
Honda Accord Euro R (2002)
The Honda Accord sold outside of North America in the early 2000s probably looks familiar. We knew it as the Acura TSX. The two models shared many components inside and out, but the Japanese and European markets received a sport-focused Accord named Euro R updated with Integra Type R power.
The 2.0-litre, 220-horsepower four-cylinder engine shifted through a six-speed manual transmission. Depending on the variant, it could be decked out with a Momo steering wheel and Recaro bucket seats for the front passengers. In comparison, the North American-spec TSX’s output peaked at 205 horsepower late in the production run.
Jeep Grand Cherokee CRD (WJ, 2002)
If it’s torque you’re after, the Jeep Grand Cherokee’s 4.7-litre V8 is undeniably your best option. If you want efficiency, too, you need one of the turbodiesel-powered models sold in Europe.
Across the pond, the second-generation Grand Cherokee launched with a 3.1-litre turbodiesel five-cylinder engine built by VM Motori. It wasn’t great. It made just 138 horsepower and, like a vast majority of VM engines, it proved monstrously unreliable. We’ve met mechanics in Europe who refuse to work on them.
In 2002, Jeep took advantage of Chrysler’s tie-up with Mercedes-Benz parent company Daimler to replace the VM engine with the E-Class’ 2.7-litre turbodiesel. Called CRD, the five-cylinder generated a more usable 161 horsepower and, importantly, a V8-like 295 pound-feet of torque. It spun the Grand Cherokee’s four wheels via a Mercedes-sourced automatic transmission and Jeep’s home-brewed four-wheel drive system.
TVR Tamora (2002)
With the Tamora, TVR jettisoned itself into a segment dominated by the razor-sharp Porsche Boxster S. It was smaller and cheaper than the mighty Griffith, and it used a V6 engine instead of a V8, but it inherited all of the genes that made its bigger siblings true driver’s cars in every sense of the term.
The public, however, disagreed. At launch, many TVR owners and enthusiasts decried the idea of an entry-level model. While some continue to argue there’s no replacement for displacement, the Tamora is now a relatively accessible entry point into TVR ownership that’s a lot more fun to drive than brand snobs give it credit for. The design, you ask? That’s very much a love-it-or-hate-it proposition.
Comment