When Targa Tasmania was conceived back in the early-1990s the event's 'architect' John Large, envisaged a 'cavalcade of motoring history' with a predominance of sporting classics. Over time this has changed, with high-profile drivers like Jim Richards in the latest Porsche or this year's winner Tony Sullens in a WRX giving Targa a far more modern image.

This year's event saw a return to the oldies though, with new Event Director Mark Perry overseeing a number of changes that saw pre-1991 vehicles outnumbering the Modern machines for the first time in years. Flicking down this year's 300-strong entry list revealed a 'Who's Who' of motoring marques, with many famous and not so famous brands represented.

For the many thousands of spectators who eagerly line up for hours at their favourite corner to catch a glimpse of the high-speed action, it's more often the older cars with their noisy, carburettor-fed engines and tail-happy handling that elicit the most smiles and cheers.

So with an eye for the rare or unusual, Unique Cars followed the fortunes of four cars (including its own Tour entry) at this year's five-day rally in mid-April...

Radical Renault

"We wanted something unique and in keeping with the event's theme," says Adam Spence about his unusual choice of a 1996 Renault Sport Spider for this year's Modern Competition class. And as the only example in the country it certainly attracted plenty of quizzical stares in the early days of this year's Targa.

The low-slung roadster with its bold, minimalist design, exposed cockpit, scissor doors and bright 'Vodafone' red paintwork is about as attention-grabbing as they come.

"I've done a lot of different events and for me it's more about the car than coming first," explains Adam. "I've always been a Renault fan, and owned lots of different Renaults. I'm also doing up a Renault 8 Gordini for Classic Adelaide."

Renault's radical Sport Spider burst onto the European market in 1996. Devised as a lightweight, mid-engined two-seater sports car, it was a radical departure from Renault's other road cars, coming without a roof or side windows and in the first examples, no windscreen!

The stripped-out road racers featured a lightweight, rigid chassis of aluminium construction; composite panels, race-inspired double wishbone suspension and monster vented disc brakes from the A610 supercar.

A product of the Renault Sport division, the 790kg road versions got a 112kW 2.0-litre engine, with the even lighter race versions putting out more grunt (130kW).

"I think with Renault if you look through their history they have always done quirky rear-engined cars," says Adam. "It's a credit to them; not many manufacturers would take a gamble and do something so crazy."

Adam's car was one of around 90 race cars built for a high-profile one-make series in the UK (about 1250 road cars in total were built). The London-based IT professional sourced the car in the UK, shipping it to Australia a few months prior to Targa for pre-rally preparation under the Redback Racing team banner.

"We thought it was easier converting a circuit racing car to suit this type of racing than it would be getting a road car to suit tarmac rallying, because it already had the roll-cage in it, the six-speed gearbox..."

Driving the Renault, says Adam, is "like nothing else. The best thing I've ever driven, it's fantastic. It accelerates very quickly and in tight twisty stuff it's very responsive, the six-speed sequential manual gearbox is fantastic, and actually having no windscreen and no power-assisted brakes for me makes it feel more like a go-kart."

But unfortunately, and despite carrying a load of spares and predicting a top-50 finish, Adam only managed to complete the Prologue before the Renault retired at the first competition stage on Day 1, after destroying a clutch.

The car is currently on display at the Launceston motor museum and Adam is keen to return for another crack at 2008 Targa.

"Next year when we come back we're bringing two or three spare clutches!" he says.

Welsh Rarebit

Regular Targa competitors should be familiar with Andrew Bryson's sleek 1975 Davrian Coupe, especially after a spectacular roll-over in the 2005 event. But for many others who spot this odd yellow racer with its distinct lack of badging or identification, it's a case of, "What the hell is that?"

The Davrian was a low-volume kit car built in London from 1967, before production was moved to Wales from 1976-83. As the story goes structural engineer Adrian Evans badly crashed his Hillman Imp and after searching unsuccessfully for a suitable donor body decided to create his own car around the Imp's running gear using a two-seat fibreglass monocoque coupe body of his own design.

Initially available in kit form, the Davrian could be fitted with a variety of engines and Andrew's 1975-spec Targa car has a rear-mounted 1700cc Ford Kent. Welsh-born and currently Dubai-based, Andrew bought it in the early-'90s in Indonesia before importing it to Australia. He also owns another Davrian that won the Scottish GT championship.

"It's basically a Formula Ford set-up, with the Kent engine backed up by a Hewland transaxle," explains Andrew's navigator, Jason Rowley. "We had a lot of modifications done to it this time. It's dry-sumped this year, with an alloy head and about 160-170hp. It weighs 844kg with both of us on board."

While admitting that with its squarish headlights it's "not pretty", Jason says the car "gives a really good power-to-weight and goes really hard for not a huge amount of money." In its day the Davrian was a giant-killer of sorts on the competition rally stage, and some examples are still competing successfully in the UK.

Obviously created from a conglomeration of bits and pieces, the Davrian features a strong, integrated roll cage, Perspex side windows while the front windscreen is from an Alfa Romeo GT Junior - an Alfa dealer was conveniently located next door to the Davrian workshop at the time.

Its most striking aspect, however, is its height. "It's only 39.5inches (98.75cm) high, so we reckon it's a GT40, less a half!" Jason laughs.

Like many kit cars, Jason reckons it provides a "very raw" experience. "It's difficult to get into and out of, it's hot, uncomfortable, with not a lot of ventilation," he says.

One of four believed to exist in Australia; Andrew's Davrian was once registered in Western Australia as a "custom built golf cart" as there was no other category it fitted into.

The pair was confident of a good finish this year after the comprehensive rebuild prior to Targa.

"It was pretty quick last year but nowhere near its potential," Jason said. "This year we'll be happy with a top-20 finish and get our Targa plate (for finishing); that's the real goal."

Mission accomplished, as the Davrian not only topped its class but finished a very respectable 28th outright in Classic. "Nothing major went wrong - for a change," was Jason's summation.

Fiery fastback

The Americans are legendary at devising exciting model names... Road Runner, Mustang and Cougar just a couple that spring to mind. The Fire Arrow is another that conjures up images of fire-breathing muscle machines of yesteryear, although the reality was a little less exciting.

The Plymouth Fire Arrow was America's sporty take on the Mitsubishi Lancer Celeste, as it was known in Japan. Trying to inject some excitement into the Mitsubishi range, the Fire Arrow arrived in 1978 with a 2.6-litre engine, four-wheel disc brakes, and sporty trim and decals designed to appeal to younger buyers.

With its fastback coupe styling that, if you squinted your eyes, harked back to the great Barracuda muscle cars. (ital)Car and Driver went so far as to dub it the "Oriental TransAm".

Like the Chrysler car company, Kellie 'Hooch' Hunt was looking to add some spice to an old Mitsubishi Lancer coupe left to him by his brother. Trawling through the internet he discovered details about the Fire Arrow including its exploits in American circuit racing, and a plan was hatched.

After hearing about the introduction of a two-day Rookie Rally competition at this year's Targa, Hooch decided to enter with a Fire Arrow look-alike, permissible under Targa's 'replica' rules.

"It's been absolutely amazing," said Hooch about the initial response to the car. "I really got a shock. The amount of people who've been pulling over and scratching their head and have never heard of a Plymouth Fire Arrow..."

With its fresh orange paintwork, Plymouth badges and sponsor's stickers, the car certainly looked the real deal. It's powered by the Sigma 2.6-litre 'Astron' engine, and has been fitted with a disc brake front-end and an ex-factory rally close-ratio manual gearbox. Even Hooch looked the part, sporting a NASCAR-style race suit he bought over the internet.

Hooch had competed quite successfully in the Mitsubishi in state-based gravel rallies over the years, so after the re-build he was confident of a good showing in Rookie Classic.

"We pride ourselves on our competitive spirit and as long as everything's not busted and flying and flapping off the end of it, we should be quite competitive," Hooch said with a big grin. "She's all about having a red-hot crack and driving at 10/10ths and trying to stay out of the trees!"

Things got off to a bad start though, when the throttle jammed during the Prologue. After attending to that, the re-built engine then blew a head gasket on the third stage of Day 1. Hooch's crew rigged up a makeshift 'overflow' bottle for the cooling system but this subsequently leaked and "cooked the (ignition) coil... and that put an end to chasing the Outright prize."

Back on the road Day 2 was no less eventful, with a broken flywheel and cracked harmonic balancer resulting in more missed stages before Hooch made it to the inaugural night stage in Hobart and the end of the Rookie Rally.

Not surprisingly the Fire Arrow finished well off the pace of eventual Rookie Classic winner, Adrian Morrisby's HDT Gemini replica. But despite the dramas and disappointments, Hooch vows he'll be back.

"I'm keen as mustard (to return to Targa). I really enjoyed the amount of interest in the car. Once I build my new house and shed I'll be back for another crack."

Lonesome Lotus

As one of the latest models to hit the new car market and the first example to experience Tasmania's twisty tarmac, the 2007 Lotus Europa S attracted admirers like honey to a bee when it took part in the non-competitive Tour section of Targa '07.

How's it go (quick, agile, and grips like buggery); what's the engine (147kW/272Nm GM 2.0-litre four-cylinder) and what's it made from (aluminium chassis with composite panels) were just some of many questions fired at its Unique Cars 'crew' - editor Chris Fincham and sales manager Justine Schuller - as spectators, officials and competitors alike admired its purposeful but pretty shape.

Pitched as a 'user-friendly' alternative to its hardcore Elise and Exige stable mates, Lotus' latest two-seater hardtop certainly offers a little more comfort and space, yet remains true to the minimalist sports car ethos that the UK maker is renowned for.

A few minutes behind the wheel and certified revhead Justine was in driving nirvana, thoroughly enjoying the 995kg Europa's pin-sharp handling and punchy 2.0-litre turbo engine. Quick, responsive and superbly balanced and forgiving on the limit, Justine drove the little Lotus to within an inch of its life on some of Targa's more famous stages. "It feels like a go-kart," was her regular comment.

While Tour participants are restricted to posted speed limits (up to 100km/h) in the closed stages the nature of Tasmania's sinuous roads allowed for plenty of enjoyable wheeltime.

In fact, getting the rear unstuck proved surprisingly difficult (don't worry, we tried!) and you'd need the forgiveness of a track environment to fully explore the car's cornering limits.

Surprisingly, the Europa's lightly cushioned but nicely contoured Probax seats, proved quite comfortable over day-long stints. Although trying to climb in and out of the low-slung car in a dignified manner while avoiding the occasional leg bruise proved impossible, despite plenty of practice.

While still harsh and a bit jiggly the ride was certainly more pleasant than the track-ready Exige's. But it did get pretty noisy in the cabin above 100km/h, and the 40-litre tank emptied remarkably quickly for a small, albeit high-revving, capacity engine.

The Europa's bigger-than-Elise boot also coped with my large suitcase but Justine had to find alternative arrangements for her spare undies and toothbrush!

With all its grin-inducing qualities you'd have to say the Europa proved the perfect choice for our 2500km lap of Tassie. But like most Lotus low-volume cars, it has severe limitations as a daily driver while its $115,000 pricetag also restricts its mass-market appeal.