1967 Shelby GT500 - The Original Heavy Hitter
Few nameplates are more synonymous with motoring enthusiasts and petrol heads than “Mustang”. It’s more than just a car, it’s a cultural touchstone, a rolling symbol of freedom, rebellion and V8-fuelled American muscle. For many, it represents something else entirely - a simpler time. A big, naturally aspirated V8 up the front, a simple four speed manual or three speed auto in the middle, and rear wheel drive out the back. Traction Control wasn’t a button, but more how much you buried your right foot. No lane keep assist. No autonomous emergency braking. Just the roar of an internal combustion engine and the open road. Take me back, Lord.
There are muscle cars… and then there’s this. The 1967 Shelby GT500 wasn’t just a Mustang with more grunt. It was a statement. A snarling, wide-shouldered icon built not for subtlety, but for dominance. Born out of Carroll Shelby’s vision of a Mustang that could outpace just about anything on the road, the GT500 fused raw American muscle with race-bred attitude, and the world took notice.
Under that long, vented bonnet sat a 428 cubic inch “Police Interceptor” V8. Big, even by ‘60s standards. Rated at 355 horsepower (though most agree it was well underrated), it churned out brutal torque and a soundtrack that rumbled the pavement. The GT500 wasn’t light. It wasn’t delicate. But it didn’t care. It was meant to punch hard and leave a mark. And boy oh boy, did it ever.
Where the earlier GT350 had been a nimble track weapon, the GT500 was a street brawler in a leather jacket. Longer, wider, and more aggressive in appearance, it wore dual racing stripes, functional hood scoops, and those iconic inboard headlights that made it look ready to devour everything in its path. The fastback silhouette was instantly recognisable. Timeless. If cars had a jawline, this one had the squarest of them all.
Driving one today is a visceral, analog experience. There’s play in the steering. The brakes require a firm foot. The clutch is heavy. But plant your right foot, and the GT500 shoves forward with the kind of authority that makes modern cars feel tame. It doesn’t just accelerate. It lunges. The rear end wriggles under torque, the nose rises, and you’re reminded why this era is so deeply romanticised.
The cabin was simple, but purposeful. A wood-rimmed steering wheel, classic gauge cluster, and those “Shelby” badges placed just so. It’s the kind of interior that smells like history. Like old leather and legacy. There’s nothing to distract you. Just you, the machine, and the open road. Just the way God intended.
Pop culture only further added to the legend that is the GT500. Gone in 60 Seconds and the creation of “Eleanor” gave the GT500 an eternal screen presence, but even without Hollywood’s lens, this car is a star. Not for its lap times. Not for luxury. But because it captures the soul of the muscle car era better than almost anything else.
Pros:
Iconic fastback styling with Shelby-specific aggression
Thunderous 428 V8 with endless torque
Raw, analog driving feel that’s disappearing fast
Pop culture legend status thanks to “Eleanor”
A true Carroll Shelby masterpiece
Cons:
Heavy steering, brakes, and clutch by modern standards
Handling is more brute force than finesse
Interior is basic—but who cares?
Fuel economy? Did someone say KFC?
Verdict:
The 1967 Shelby GT500 isn’t just a car. It’s an attitude. A bold, unapologetic statement. A fist in the air from a time when muscle ruled, when power wasn’t restrained by emissions or etiquette. It’s imperfect, unapologetic, and absolutely down right glorious.
Own one, and you don’t just have a Mustang.
You have the king of them.
BMW M5 (F10) - A Powerhouse Refined for the Road
I can still remember, very clearly, the day I picked up my own BMW M5 from Brisbane BMW. Delivery was scheduled for around 11am, but I got there around 9 because I just could not handle my excitement. The M5 brought a sense of occasion to every drive. It's a car that demands respect but rewards you generously with every rev of its engine. The aggressive front grille and muscular stance make it clear this isn’t just another 5 Series. This is a car that wants to be driven. And it wants to dominate.
There’s a moment when you settle into the driver’s seat of the F10 BMW M5 that is unmistakable. The engine hums to life with a deep, throaty growl that’s almost as if the car is aware of its own power. This isn’t just a luxury sedan; this is a true performance car, built for the track yet comfortable enough for daily use. And as soon as you press the throttle, you realize that this isn’t your average BMW—it’s something altogether more exhilarating.
The F10 M5 is powered by a 4.4-liter twin-turbo V8, delivering a thumping 423 kW of power and 680Nm of torque. The numbers tell you one thing, but it’s the feeling that matters: a blast of acceleration that pushes you back into the seat with authority. The M5 is capable of sprinting from 0 to 100 km/h in just 4.4 seconds, but it’s the way the car surges forward that gives you the real thrill. It’s smooth, effortless, and powerful—like the M5 is just getting started, no matter how hard you push it.
But what makes the F10 M5 truly remarkable isn’t just the straight-line performance. It’s the way it handles corners, the way it makes every turn feel connected, sharp, and precise. The steering is firm and communicative, making it easy to place the M5 exactly where you want it on the road. The suspension strikes a delicate balance between comfort and performance, absorbing imperfections while keeping you planted during spirited driving. Whether you’re cruising on the freeway or tackling tight turns on a mountain pass, the M5 feels composed, controlled, and perfectly poised for whatever comes next.
That 7-speed dual-clutch transmission is nothing short of brilliant, shifting seamlessly through gears when you’re taking it easy and providing rapid, sharp changes when you push the car harder. It’s one of those rare gearboxes that makes you feel more in tune with the car, as if it’s reading your mind and responding instantaneously. Every shift feels purposeful, every acceleration exhilarating.
Inside, the cabin is the perfect blend of luxury and performance. The M5 may be a beast on the road, but it’s also a refined place to be. The seats are supportive and comfortable, holding you in place while providing enough luxury for long drives. The technology is comprehensive—iDrive, a high-quality sound system, and a fully functional navigation system—but it never overwhelms you. It’s all integrated seamlessly to make your driving experience just that much better.
That being said, the F10 M5 doesn’t come without its quirks. The ride, while balanced and composed, can be on the firm side, especially when you’re navigating rougher roads. It’s a sports sedan at heart, and while that means performance-oriented suspension, it also means a bit more road feedback than some might desire for daily driving. But for those who are in it for the driving experience, this is more of an asset than a drawback—it just depends on your perspective.
Fuel economy? Well, it's a performance car, and like any true high-performance machine, the M5’s thirst for fuel isn’t a surprise. It’s a little heavy on the gas pedal, but if you're driving an M5, you’re more interested in the thrill of the drive than saving on fuel.
The rear seats, while offering ample room, might be a bit tight for passengers who are on the taller side. While the front seats are supportive and spacious, rear-seat passengers might not have quite as much legroom, especially on long trips. It’s a minor trade-off, but one worth noting for anyone planning on using the M5 as a family sedan.
However, despite these small drawbacks, the 2014 M5 is a car that rewards every ounce of effort you put into driving it. It’s a car that makes you feel connected to the road, to the machine, and to the experience. Whether you’re taking it to its limits on a track day or enjoying a relaxed drive through the city, the F10 M5 excels in every area it sets out to master.
Owning the F10 M5 means you get to experience the fusion of brute force and refined engineering, performance and comfort, in a way that very few sedans can match. It’s a car that doesn’t just make you feel good about driving—it makes you feel good about being behind the wheel, every single time.
The F10 M5 isn’t just a car—it’s an experience. It’s the kind of machine that keeps you coming back for more, time and time again. In the world of high-performance sedans, it stands out as one of the most thrilling, most rewarding, and most unforgettable to drive.
Mercedes-Benz C63 AMG - The Muscle Car in a Tailored Suit
There are few cars that leave an impression quite like the W204 Mercedes-AMG C63. It wasn’t just a fast compact executive. It was a brawler in a Brioni suit, a snarling beast hidden beneath precision stitching and German restraint. In a segment defined by balance and finesse, the W204 C63 ripped up the rulebook and rewrote it in tyre smoke and V8 thunder.
At the heart of it all was the now-legendary 6.2-litre naturally aspirated V8 (M156) - a hand-built, AMG masterpiece with some serious soul. Despite the "C63" badge, displacement sat proudly at 6,208cc, producing up to 336kW (450+ hp) and 600Nm of torque in later variants. But figures don’t capture its true magic. Sound does. From cold start to redline, the C63 doesn’t just make noise - it roars, crackles, and barks in a way that feels borderline indecent in a modern world dulled by emissions filters and synthetic soundtracks.
In a straight line, the W204 was an absolute savage. It could spin its tyres at will, even in second gear, and the 7-speed Speedshift MCT automatic transmission delivered brutal, rapid-fire shifts when you were on it—yet remained docile when cruising. It wasn’t the sharpest handler in the class (BMW’s M3 held that crown), but it didn’t need to be. The C63 was all about attitude. It let its tail slide wide, announced your arrival long before you were seen, and made no apologies for any of it.
Where the C63 really surprised was in its everyday manners. The interior was Mercedes at its best. Clean design, solid materials, and just enough AMG flair to remind you this wasn’t your average C-Class. The seats were firm but comfortable, the tech functional, and the cabin quiet enough when you weren’t goading the throttle.
Visually, the W204 still turns heads. The wide rear stance, bulging guards, twin pipes, and subtle badging gave it a proper muscle car silhouette without crossing into boy racer territory. In later "507 Edition" or Black Series trims, it looked and felt even more unhinged—pure collector-grade now.
Pros:
One of the greatest naturally aspirated V8s ever made
Thunderous sound and outrageous character
Comfortable enough to daily, wild enough to race
Clean, muscular styling that’s aged beautifully
That feeling of driving something truly alive
Cons:
Fuel consumption is borderline comedic
Rear tyres don’t last long (especially if you have a right foot)
Not the sharpest tool in the twisties
Older infotainment now feels dated
Known for some engine longevity concerns if not properly maintained
Verdict:
The W204 C63 AMG is the last of a dying breed. a naturally aspirated V8 rear-wheel-drive monster that makes no compromises in its pursuit of noise, speed, and theatre. It’s a car with character, the kind of machine you bond with, talk about years after it's gone, and wish manufacturers still had the courage to build.
For those lucky enough to own one, or even to have driven one at full throttle - it isn’t just a car. It’s a memory. And a loud one, at that.
Audi R8 V10 - The Everyday Exotic
Before the world turned everything turbocharged, digitized, and sanitized, Audi’s R8 V10 stood tall as a last bastion of analog emotion in a digital age. The 2014 model, especially in manual transmission guise, is more than a supercar - it’s a love letter to driving.
Powered by a glorious 5.2-litre naturally aspirated V10, shared with its Raging Bull cousin over at Lamborghini, the R8 doesn’t just go fast - it performs with precision, poise, and passion. With 525 horsepower on tap and a spine-tingling 8,700 rpm redline, it howls, shrieks, and delivers a kind of auditory theater modern turbo V8s can only dream of. I was lucky enough to be given the keys to one for a week in South Africa back in 2015, and even just walking up to it, before getting in, before driving it… just simply walking up to it, holding the key, was enough to bring the biggest smile to your face. But then, I turned it on… and it did the same for me.
What made the 2014 R8 so remarkable, though, wasn’t just its pace, it was its accessibility. This was a supercar you could drive every day. It wasn’t temperamental. It didn’t cook its own electronics in stop-and-go traffic. It just worked. And it did so with grace, presence, and blistering pace when asked.
0–100 km/h in 3.5 seconds, quattro all-wheel drive to keep things tidy, and a chassis that walked the line between planted and playful. It was precise when you wanted it to be, and beautifully unhinged when you let it breathe. And if you were one of the lucky few to get one with the gated 6-speed manual, you owned a piece of supercar royalty. That click-clack between gears wasn’t just mechanical - it was sacred.
From the moment you fire it up, the R8 V10 makes its intentions known. That naturally aspirated 5.2-litre engine doesn’t just start. It erupts. Cold starts come with a bark, settling into a rhythmic idle that pulses through the cabin. Push it, and the V10 doesn’t just roar, it sings, climbing through the rev range with a crescendo that feels near orchestral. It’s one of those engines you don’t just hear - you feel in your chest.
On the road, the R8 is shockingly approachable. The steering is direct and communicative without being twitchy, and the chassis feels planted but never punishing. Around town, it’s civilised. The ride, while firm, isn’t spine-shattering, and visibility is better than you’d expect for a mid-engine supercar.
When the road opens up, that’s when the magic happens. The balance is sublime. Neutral in corners, with just enough throttle adjustability to rotate the car if you're feeling playful. Thanks to Audi’s quattro system, traction is always on your side, but it never feels like the car is doing the work for you. It involves you, asks you to participate, and then rewards your inputs.
On longer drives, the R8 surprises again. Road noise is present, but not overwhelming, and the cabin is supportive enough for serious hours behind the wheel. There’s enough boot space for a weekend away if you pack light, and the seats, though sporty, don’t punish you for using them properly.
It’s a car that never feels like a burden. You can drive it through city traffic, cruise along coastal highways, or tackle mountain switchbacks, and it never breaks a sweat. That’s what makes the R8 so special. It gives you the drama and emotion of an exotic, without demanding that you suffer for it.
Inside, Audi nailed it. The cabin felt more cockpit than console, with just the right amount of driver focus. Clean, minimal, but beautifully finished in proper materials. No flashy gimmicks. Just tactile controls, real buttons, and a seating position that told you: this car was built for you.
Visually, the 2014 R8 still hits hard. It has aged like a rockstar - confident, sharp, and unmistakable. The side blades. The low, wide stance. The mid-engine proportions. It doesn’t scream. It smolders. Park it anywhere and you’ll draw looks, but never the wrong kind.
Pros:
Naturally aspirated V10 with a truly exotic soundtrack
Balanced, predictable mid-engine handling
Everyday usability with supercar credentials
Stunning design that still turns heads
Optional gated manual - pure collector’s gold
Cons:
Tech and infotainment feel a generation behind
Limited practicality (but let’s be real, who cares?)
Some may find the AWD system lacks that tail-happy drama
Manual examples are rare - and climbing in value rapidly
Verdict:
The 2014 Audi R8 V10 is one of the last truly soulful supercars - before turbochargers muted emotion and dual-clutches ruled every corner. It’s the kind of car that doesn’t just impress you - it stays with you. The sound. The precision. The balance. It’s a celebration of everything that made the golden era of internal combustion so intoxicating.
Drive one, and you’ll understand why it’s not just loved—it’s worshipped.
BMW M3 – The Last of the V8 Heroes
The BMW M3 E92 series holds a special place in automotive history, as well in the hearts of those lucky enough to own or drive one. I can speak from experience, my own 2011 Space Grey over Coral Red, DCT equipped M3 was my absolute pride and joy.
Produced from 2007 to 2013, the E92 generation of the M3 was a turning point, and in many ways, a swan song. It was the only M3 ever to be powered by a naturally aspirated V8, and it delivered a driving experience that remains unmatched - even today.
At the heart of the E92 is the now-iconic S65 4.0L V8, a high-revving masterpiece derived from BMW’s Formula 1 expertise at the time. With 414 horsepower and an 8,400 rpm redline, this engine wasn’t about brute force—it was about finesse, linear power delivery, and an absolutely spine-tingling sound. The induction noise above 6,000 rpm alone is enough to make a petrolhead weep.
Paired with either a 6-speed manual or the then-new 7-speed DCT, the E92 delivered visceral engagement and razor-sharp responses. The manual was a purist’s dream, while the DCT offered lightning-fast shifts that were way ahead of their time - again, some would say even by todays standards. Unlike modern M cars burdened by artificial sound and weight, the E92 strikes a rare balance: analog charm with modern performance.
The chassis was perfectly tuned. Firm but not punishing, agile yet composed. It felt alive under you. Steering feel, thanks to the hydraulic setup, was precise and communicative in a way that’s largely absent in today’s electric-assist era. Whether a spirited drive along a mountain road or a racetrack, the E92 M3 felt like an extension of your will.
Stylistically, the E92 was beautifully understated. Bulging fenders, subtle M badging, quad exhausts, and the signature power dome hinted at its potential without shouting about it. The optional carbon fiber roof was also more than just a visual flex, it lowered the center of gravity and added to the performance DNA.
Driving my E92 felt like tapping into something raw and elemental. Letting the DCT snap off gear changes with brutal accuracy, there was a constant connection between man and machine that’s missing in most modern performance cars. Every corner was an invitation. Every tunnel, a concert hall.
The chassis balance was near perfect: rear-wheel drive, finely tuned suspension, and that glorious hydraulic steering that told you exactly what was happening at the road surface. It danced through corners with a lightness that defied its size. On the right road, the E92 M3 didn’t just perform - it engaged. It spoke to you.
The E92 M3 didn’t scream for attention, but for those who knew, it was unmistakably special. It had presence.
Owning the E92 M3 wasn’t just about speed or status. It was about the feel. The sound. The connection. It was about starting the engine and simply just knowing you were in something that would one day become a legend. And it has.
For me, the E92 wasn’t just a car I owned. It was an era. A chapter of pure, raw, unfiltered driving joy. And while newer M cars might be faster, with more tech, and exhausts that snap, crackle and pop, none have captured the same magic.
The E92 M3 wasn’t just sublime. It was unforgettable.
Yes, it had its quirks. Fuel consumption wasn’t its strong suit. Maintenance wasn’t always cheap. But when you started that V8 and felt the car come alive beneath you, none of that mattered. What mattered was the way it made you feel. And every single time I drove it, it reminded me why I fell in love with driving in the first place.