4 Budget-Minded RWD Cars For Aspiring American Drifters

The origins of the motorsport we now call drifting originated on Japanese streets in the late 1980s, but it’s been practiced the world over much longer than that. Just ask anyone in the United States who spends a few months each year dealing with snow. It may not be quite as dramatic as billowing tyre smoke on racetracks, but folks in the northern latitudes of America have been ‘drifting’ since the earliest cars. Alex Kersten wrote a nice piece on breaking into the drifiting world last year, but for aspiring drifters on a budget in the States, things are a bit different. That’s where I come in.

So, you’ve got $5000 and a desire to explore the lateral arts. Keeping in mind that this is an entry-level machine that you’re almost certainly going to ding up, it’s a good idea to keep things as simple and inexpensive as possible. Forget about scoring an AE86, or a Supra, or 300ZX - the later models are just too pricey for this budget and the ‘80s variants are just too hard to come by.

I’d also shy away from rides that might require major engine and/or trans swaps (LS-powered RX-7s for example) and instead focus on cars that can get you a good start with some simple modifications. If you discover you got mad skillz, then invest more coin into something serious. If you crash more often than not, well, at least you had some fun without blowing your retirement fund.

Mid-1990s Chevrolet Camaro/Pontiac Firebird Trans Am

This isn’t a muscle versus JDM thing. In America these two cars are nearing the bottom of their depreciation curve, and they’re available with 275bhp and even more torque bolted to a six-speed manual running through a limited-slip differential - all right from the factory. That’s 90 per cent of what you need to get started; add a dedicated racing seat with a proper harness, gut it, cage it and install some adjustable coilovers and you’re all set with plenty of tyre shredding, rear-wheel drive drifting power.

That said, finding the right Camaro/Firebird will be a bit of a challenge. I’d focus on the 1993-1995 cars; there are plenty of V8s but finding the six-speed will be tougher. Do not settle for an auto or plan a trans swap - it’s just not worth the effort on these cars. As for the limited-slip diff, look for RPO code G80 or just stand on the gas and have a buddy watch the rears to see if they both spin. If you can’t find one with the LSD there are plenty of aftermarket options, or you could always go the cheap route and have the stock diff welded. Regardless, the Camaro and its Pontiac twin will offer the most drifting bang for your buck.

Mid-1990s Ford Mustang GT

Mustangs come a close second because they don’t have quite the same power (215bhp compared to 275bhp) but with a five-speed manual and gobs of torque, they’re still plenty capable of getting sideways without any power modifications. All V8-powered Mustangs going back to the early 1980s came standard with a clutch-type limited-slip differential, but it’s not uncommon for the diffs to be worn to the point where they act like an open unit, especially if they’ve lived a hard life.

Fortunately, aftermarket support for the Mustang in America is arguably the best for any car in the world. You can buy an old, beat up 1995 Mustang GT five-speed for $2000 in just about every town in America, leaving you plenty of cash for suspension, interior prep and a new differential if necessary. As with the Camaro/Firebird twins, this generation of Mustang is bottoming out on its depreciation curve, so they make an outstanding cheap platform to build from.

1990s Nissan 240SX

If there’s a traditional drift car to be had in America, it’s got to be the 240SX. They aren’t terribly difficult to find, but they aren’t nearly as common as Mustangs and Camaros. What’s more, even if you score a running/driving car with the 155bhp KA24DE, you still have only 160 torques to work with so make sure some power adders are in your budget. Limited-slip differentials were offered on some North American 240s, and at 2700 pounds they’re light and nimble. There is aftermarket support, but it’s not as widespread or as cheap as the muscle car competition from Detroit.

If you’re willing to travel, odds are you can find a 240 already set up for drifting near the $5000 mark. At that price, expect it to look pretty much like a car someone was learning to drift in, or start from scratch and build your own 240. Shells can often be bought for the same price as new video game consoles, and though I mentioned avoiding major swaps, SR20DET swaps are common for getting more 240SX power if you buy a shell for cheap. There’s a killer 240SX enthusiast community in place ready to help you, and you’ll never look out of place at a drift event with a dented and dinged Nissan.

BMW E36 3-series

I only include this for the folks who absolutely, positively want to go drifting in something European. These cars can be bought surprisingly cheap and they have great balance with predictable handling on a track. The standard inline-six engines (forget anything with the four-cylinder) won’t blow the tyres off, but you’ll generally have enough power to have some fun in stock trim. Odds are it will have an open diff so replacing that should be your first priority, followed by suspension work, interior prep, and then if you have anything left over, go for some extra power.

The tough part about life with an E36 in the States is that, outside the M3, most came here with automatic transmissions so simply finding the right car will be tough. Once you do, aftermarket support isn’t spectacular, and it can get expensive in a hurry. However, BMW enthusiasts are nothing if not fiercely loyal, so you’ll have a solid community at your back to help find the parts you need. As long as you’re comfortable with serious wrenching on your own, few cars are as rewarding to drive at the limit (and beyond) than a tweaked E36 3-series BMW.