After looking again recently at the replica E30 M3, I still can’t help but shake my head. While it was an exacting clone of a real M3 in many ways, at the end of the day it was just that – an assemblage of parts made to reproduce the look of a legend. Despite that, and a slightly shady listing, that ad elicited ridiculous bidding and an even more outrageous $50,000 asking price. It makes looking at today’s car all the more refreshing, and helps to put the market into some perspective.
What we have is a L97A Diamond Silver Metallic 1983 Audi Quattro. It’s not a perfectly original example, nor is it heavily modified like a lot that we see. But with some weak areas addressed, a clean bill of health and a very good presentation, this is one of the more desirable examples that we’ve seen recently:
I’ve owned Audis of all sorts, but the B3/4 chassis has so far eluded me. It’s not that I haven’t come close, though. My first experience with a B3 was at one of my first jobs. One of the delivery men had bought a brand-new 1990 Coupe Quattro. It was a mess, though it was only 6 years old at that point. I offered to clean it for him, and thus was born my first drive with the 7A. It started up and sounded just like my 4000CS quattro, and if I’m brutally honest, below 3,000 rpms you couldn’t tell any difference between the two in performance. But keep your foot buried in the loud pedal and the DOHC 2.3 inline-5 began to sing, eagerly heading for the redline at every prodding. The fit, finish and luxury of the Coupe made me envious of the time; though my Audi was only four years older, it might as well have been five times that. Such was the jump from the B2 to the B3. Soon after I met another Audi fanatic who had a string of Lago Coupes I would often drool over.
My later encounter came much closer to actual ownership. I met a friend in England during grad school and we quickly bonded over Audis. It turned out that back in his hometown in Canada, he, too, had an Audi waiting. It was a graphite 1990 90 quattro 20V. And, after some time, he asked me if I wanted to buy it. When I got home I pursued this prospect since I had sold the 4000 to leave for England. Long story short, when the photos arrived of the car, it was quite a bit more crusty underneath than I was hoping. His price was reasonable, but then for about the same ask a 1993 4.2 V8 quattro came up for sale locally, and the rest was history for me.
The B3 20V has never left my thoughts, though I haven’t gotten any closer to owning one. The Coupe and its 90 quattro 20V brother each have their devoted fanbase, yet they’re remarkably different cars both in how they look and who wants to own each. Both are fairly rare, with around 1,500 Coupes and roughly 1,000 90s imported with the 7A originally – and, in all honesty, probably only a fraction of that number remain today. But surprisingly I found two examples of Pearlescent White Metallic to compare:
I mentioned yesterday I’d look at a M3, and here it is. There were some 26,202 E46 M3 Coupes to choose from when considering the model. So, often sellers and buyers are looking for something special to help differentiate their M3. Usually that manifests itself in color, miles or mods, but today’s example is quite unusual. Official production started rolling in early in 2001, but today’s M3 is claimed produced in June of 2000, making it a pre-production example of the legendary coupe. There seems to be good documentation to back up the claims that are made, along with a very unusual-to-see set of options. So is this the one to get?
Update 9/18/18: This Alpina B5, claimed (believably) to be the only one in the U.S., is now up on SecondDaily.com with a $22,000 Buy Now. At that price it would seem much more in line with the market!
In my mind, Alpina’s mystique has dimmed slightly over the past decade. Still capable of producing monsterously powerful luxury machines, the proliferation of options that are also insanely fast and luxurious has meant that the company’s original niche has become substantially more commonplace. And while it’s been awesome that Alpinas started being imported through BMW dealerships in 2007 and now offer several models to U.S. fans who can stomach the serious price tags, it also made them much less exclusive.
While products have widened over the past few years to include the 6-series, most of what Alpina sent to the U.S. market was based on the 7. The supercharged B7 was quite potent, but didn’t solve the problem of the E65’s looks all that much. Arguably, no amount of anything could do that particularly well.
But the B7’s supercharged 4.4 V8 was also available to Europeans in a (slightly) smaller package – the B5. Based on the E60, what would have started as a 330 horsepower 545i was transformed into a 500 horsepower, 500 lb.ft torque weapon. In typical fashion, Alpina revised the wheels and suspension, exhaust and interior, and of course added body kits to the E60. With 133 lb feet more torque than the V10 M5 produced and at a more reasonable 4,000 rpm rather than 6,000, the B5 could actually out-accelerate the M product. 0-62 was tested to arrive in 4.6 seconds, and the fun didn’t run out until you were just 5 mph shy of 200. Best yet, you could have this speed in a wagon!
Unfortunately for U.S. fans, the B5 and even more powerful B5S weren’t imported to the U.S.. Production of the B5 was limited to only 428 sedans, and the quite believable claim is that this is the only one in the United States:
The prospect sounded promising, but I was left feeling lackluster at best about the 750 mile 2001 BMW 330Ci I wrote up a few weeks ago. Sure, it was nice and that interior certainly was to die for; so, too, was the basically as-new condition. But the 5-speed automatic transmission, coupled with the outrageous $32,000 asking price, had me thinking there were better options out there. So if I was in the $30K range for an E46, what are my options?
Well, obviously there are plenty of M3s to check out any day of the week, and I’ll be looking at one soon enough. But when our reader John sent through this seriously impressive Alpina, I couldn’t help but take a look. The B3 isn’t a model we often look at; in fact, I’ve only reviewed on prior, and it was a E36 chassis. The E46 took an unusual route for Alpinas; rather than a blank-slate motor, the Buchloe company selected the S52B32 from the U.S. spec E36 M3 for their basis. It was bored and stroked to 3.3 liters, netting 280 horsepower. In 2002, the “S” version of the B3 was released, with a bit more bore and a revised engine management and exhaust system. This brought the power to 305, 0-60 plummeted to 5 seconds and with a 6-speed manual you could come close to hanging with the M3. Why buy one, then? Well, the looks were a bit more discrete overall, and you could buy not only a sedan and Touring version, but an all-wheel drive one as well. Today, though, we have a lovely Cabrio with the 6-speed manual to check out:
Recently I looked at the Porsche 924S. For $5,000, it was a ridiculous deal. A decent chunk of 924s appear in good shape from loving homes and that particular 924S looked no different. Lower miles and Euro bumpers only added to its appeal. But not all 924s are created alike. The early Turbo model has been on the rise in value as collectors have begun the hunt for the next deal. That means there’s been speculation among asks on the 931, and prices are all over the market. In January I looked at a solid 1980 that sold for just over $4,000, while a later ’82 I looked at last year sold at nearly triple that amount.
Today we get to see both ends of the spectrum from this duo of ’81 and ’82 931s. And there is more that is interesting beside just the asking prices:
In recent posts I covered both the importance of the B5 chassis and its development into nuclear-grade weaponry in the RS4. In the midst was the substantially more tame yet still quite exciting S4 Avant.
Audi brought the S4 Avant to the United States for the first time in 2001. It joined the sedan lineup and offered a follow-up to the large chassis S6 Avant from 1995. Instead of the traditional inline-5 motivation, though, Audi had developed a new 2.7 liter version of its V6. With a K03 turbocharger strapped to each side, the APB produced 250 horsepower at 5800 rpms and 258 lb.ft of torque at only 1850 revs. Like all the B5s, Audi’s new generation of ‘quattro’ used a T2 Torsen center differential and relied upon an electronic rear differential utilizing the ABS sensors. The B5 chassis used the same technology on the front differential as well and was capable of independently braking each front wheel to try to sort the car out through its dynamic stability program.
But the real fun was that it was available as an Avant and with a 6-speed manual. Just over 1,500 were claimed imported between 2001 and 2002’s model years, with about 600 of those being Tiptronic equipped. Light Silver Metallic was by far the most popular color ordered, and this particular Avant is one of 358 LSM manuals brought in for the 2001 model year:
Update 9/13/18: After being listed as sold for $27,300 in February and then again for $35,900 on April 5, I wasn’t hugely surprised to see it back up for sale. This time bidding has started at $25,000 and the Buy It Now is listed at $50,000. Will it actually trade hands?
If it looks like a duck, walks like a duck and quacks like a duck in today’s collector world, you might still be looking at a turkey. So valuable have some cars gotten that it’s worthwhile for enterprising individuals to undermine the market with a less-than-honest example. The problem is that it seems all too easy for those sellers to misrepresent the vehicle, so it then becomes incumbent upon the buyer to investigate the background. Beyond that, though, sometimes I think buyers are so eager to get a “deal” that they’re often willing to overlook what’s highbeaming them right in the eyes.
Case in point; today’s E30.
Obviously, the M3 is a hot and desirable car. That’s nothing new and we’ve talked about it plenty of times. But there are quite a few less-than-desirable examples out there. It’s also possible to create a replica of the M3, because of the relative plethora of replacement parts or wrecked examples. Granted, this comes up in the 911 and muscle car market a lot more, but it’s happening for BMWs, too.
So while the photographs of this “1988 M3” look great at first glance, what’s wrong with what you’re looking at?
I casually mentioned in passing recently that we traded our E61 530xi Sports Wagon for an E82 135i Sport. While production overlapped between the two chassis, they are really polar opposites when it comes to BMWs. The 5-Series was obvious all about comfort and isolation, as well as carrying a huge load of anything you could throw at it through any weather. The 1-Series sought to return BMW to its more affordable small car roots by shrinking the swollen 3-Series down substantially.
What BMW unintentionally did was to create an E46 successor. The E82s are similarly sized, similarly equipped and were similarly priced to the E46. And in its most basic, most sporty form, the early 135i Sport is on paper a close match for the performance of the third generation M3. Okay, there’s no doubt that the 135i isn’t a M3 when you get behind the wheel. But is it a special car? Yes. And does it move? The N54/55 are rated at 300 horsepower – about 10% shy of the S54. But they’ve got 300 lb.ft of torque, almost about 15% more than the M3 had. And because they’re a turbo motor and they were able to tune that torque curve in, it’s about as flat as the Makgadikgadi Pan. That means roll-on performance, and the 135i rewards you any time you want. The strange thing is, it really doesn’t drive like it is a turbo motor. There’s no lag, no flat spots, no real woosh. It just feels like a very strong high-compression inline-6. And though it won’t corner like a E46 M3, it’s not far off in acceleration or driving feel.
The dash changed and some of the operations are different, but the seats and small greenhouse will instantly remind you of the earlier chassis. Ours is about as basic as they came – 6-speed manual, manual seats, no iDrive, but with a sunroof. But probably the ultimate spec is the late N55-equipped M-Sport and ‘is’ models. They’re quite hard to find even though they’re fairly new. Why is that?
Saying that you like the Fast and Furious series at all to any dedicated car enthusiasts is a bit like saying you are a Bach and Beethoven fan, but you’ve got a penchant for Weird Al Yankovic too. But the Fast series is, weirdly, a great collection of car films. Okay, back out that the driving scenes are pretty ridiculous, the stunts completely implausible, the plots barely coherent and the acting often one step above pornography. The same claims could easily be said about the Cannonball Run movies, and yet they’re generally accepted among enthusiasts, no?
Each one of these movies is full of iconic cars from start to finish. I’ll admit that I haven’t made it through the most recent additions to the Fast series. They seem a bit contrived (I know, bold statement considering the topic, but work with me) compared to the original, but then it’s hard to argue with their success. Over the past decade a new sequel has emerged like clockwork every two years, and the last one – The Fate of the Furious – netted $1,234,908,020 worldwide. And that was $300,000,000 less than the previous movie, lead actor Paul Walker’s last before his untimely death. In total the series has generated over 5 billion (yes, with a “B”) dollars in ticket sales.
Perhaps it was Paul Walker’s involvement that gave the movies real car credentials. By all accounts, he was a true automobile enthusiast. Just check out some of the cars in his incredible collection. With everything from E30 M3s to R34 Skylines, this man lived life as if he was really in Gran Turismo.
But within the series, there’s still some laughable moments. From the first movie there was Jesse’s Volkswagen Jetta. A Mk.3, it already had lost some street cred in my mind, but the ridiculous body kit and paint scheme was only further underscored by the ABA powertrain. Of course, as VW fan I was outraged. They didn’t even need to open the hood, because the 4-bolt wheels gave away that this was a 2.slow drag racing?!? It was, however, one of the few and the only featured German car in the first movie, and now it’s for sale: