Fearsome Frenchie: 1984 Peugeot 205 Turbo 16

Fearsome Frenchie: 1984 Peugeot 205 Turbo 16

Legend generally has it that the Audi Quattro dominated the World Rally Championship and the iconic Group B class of flame spitting, air catching homologation specials. But popular belief is wrong, as though the Audi was successful, it was far from the walk-over that many fans believe it was. The Quattro was challenged at every step; first from the establishment Lancia with the 037 – a rear-drive, mid-engine super-lightweight special. Lancia proved that a lightweight, better balanced design could best the nose-heavy Audi even in inclement conditions and though the four ring’s Hannu Mikkola won the driver championship in the WRC for 1983, it was the Lancia who captured the constructor’s title.

Things got more interesting in 1984, as major modifications and increasing power introduced new players to the field. The season started out where 1983 had left off, with the long-wheelbase Audi Quattro A2 and the Lancia 037 dominating the first eight rounds of the championship. Round 9, though, saw a new, unorthodox design launch. As Audi rolled out their shortened, upright and more powerful Sport Quattro, Peugeot emerged with the diminutive 205 economy hatchback. Yet it was not a front-engine, front-drive design as they’d be seen on the road; stripped, widened, and seriously turned up, the new 205 Turbo 16 was a mid-engine, all-wheel drive turbocharged revolution that would go on to dominate the Group B competition over the next two seasons.

Just how dominant was it? While the 205 Turbo 16 didn’t look or sounds as impressive as the leaping, massively winged Audis or outrageous turbocharged and supercharged Lancia Delta S4, the chassis balance, power delivery, reliability and driver combination was spot on. The results spoke for themselves; there were 29 races the 205 Turbo 16 raced in WRC before Group B ended – Peugeot won 16 of them.…

Motorsports Monday: Ready to Fly – 1970 BMW 2800CS Group 2 CSL Replica

Motorsports Monday: Ready to Fly – 1970 BMW 2800CS Group 2 CSL Replica

BMW’s revolution and rebranding through racing started on March 25, 1973. At the Monza 4 hours race in the European Touring Car Championship, the “CSL” legend was born. Massive box flares, huge BBS magnesium race wheels and deep front spoilers adorned the delicate E9 coupe now, and the iconic German Racing White with blue and red stripes following the lines of the hood and sides of the car. And with drivers like Hans-Joachim Stuck, Chris Amon, and Dieter Quester BMW Motorsport would go on to win many races and establish the brand that would later launch the infamous “Batmobile” CSL, the 2002 Turbo, and of course the M brand. Prior to 1973, the top flight races were run by BMW through their partners Alpina and Schnitzer, and indeed the BMW Motorsport entrants at Monza failed to finish, with Niki Lauda at the hands of an Alpina E9. A few races later, the rear wing was introduced by BMW Motorsport, and in the hands of Dieter Quester the first BMW Motorsport win was recognized at the 24 Hours of Spa on July 22, 1973.

The 3.0 and later 3.5 CSLs would continue to race and win for a few years, establishing the brand as a serious contender to the established Porsche in the sporting market. Because of this, there were not only many in-period conversions to CSL race cars, but many replicas built since. This appears to be one of the latter – originally, a 2800CS which has been converted to look like the Group 2 racers with a period motor:

CLICK FOR DETAILS: 1970 BMW 2800CS CSL Group 2 Replica on eBay

Motorsports Monday: Mecum Racing Porsches Roundup

Motorsports Monday: Mecum Racing Porsches Roundup

As Rob mentioned in his Jade Green Targa piece the other day, we’re entering in quickly to auction season. Mecum, typically the purveyors of more muscle cars than European rides, nonetheless had quite an impressive lineup of signification Porsche race models that cover a few decades and many changes in the company’s history, so I thought it would be pretty neat to take a look at them. It’s very interesting to see over a relatively short period of time the many changes that Porsche’s motorsports programs have gone through.

CLICK FOR DETAILS: 1977 Porsche 934.5/935 at Mecum Auctions

Hammertime Updates

Hammertime Updates

We have quite a lineup of heavy hitters for this edition of Hammertime Updates. There was the mighty Alpina B10 BiTurbo, which once again sold for a reported $55,000. A great 1971 280SL Rob wrote up hit close to $70,000, while the rally-bred Quattro cleared $40,000. Twin 80s 911 Targas (a Targa and a one-year-only SC Targa) hit $41,000 and $47,500 respectively. Despite that there were some deals to be had. The neat Laguna Seca Blue M3 seemed like a good deal at only $18,000, and the Rabbit Caddy didn’t strike $4,000 while the Audi A6 4.2 Quattro hit only $3,350. Finally, across the pond the clever sleeper Coupe Quattro sold at just over $8,000.

Which was the winner or surprise to you?

Link to the page HERE!

1982 Volkswagen Rabbit Pickup GTi – $3,795
1990 Alpina B10 BiTurbo – $54,988
2001 BMW M3 – $18,100
2003 Audi A6 4.2 quattro – $3,350
1983 Audi Quattro SCCA Rally – $41,050
1986 Porsche 911 Targa – $41,000
1985 Audi Coupe Quattro RE2500 – $8,270
1971 Mercedes-Benz 280SL – $69,900
1983 Porsche 911SC Targa – $47,500

Motorsports Monday: 1971 Porsche 911E

Motorsports Monday: 1971 Porsche 911E

Valuing a Porsche 911E isn’t really that hard, in the grand scheme. The middle child of the 911 lineup, a quick check of Hagerty’s valuation tool has the average value around $78,000 right now, with a high of $144,000 and a low of $52,500 for a “fair” example. While the 911 market has flattened or cooled slightly, they’re still quite valuable cars. Valuing historic race cars can be more difficult, but as vintage racing is currently in vogue right now, they’re many times more expensive than their road-going counterparts if they are properly sorted factory cars. Figures close to a million dollars aren’t unheard of for the right racer. But the most difficult to value are the non-original, modified racers run by privateers. Sometimes they have a very interesting history, such as this ’71 E does:

CLICK FOR DETAILS: 1971 Porsche 911E on eBay

Bat Signal: 1976 BMW 3.5CSL

Bat Signal: 1976 BMW 3.5CSL

While there are iconic liveries that permeate motorsports, sometimes there are equally iconic aerodynamic aids. The 1970s and 1980s saw some incredible experiments, from the Brabham BT46 ‘Fan Car’ which sucked all of the air out from underneath the chassis, literally sticking the car to the road to the 935/78 ‘Moby Dick’ car, which somewhere underneath the long tail and stretched front end was actually a 911 (in theory, at least!). For BMW, exploiting the Group 5 FIA rules to suit their E9 chassis and make it competitive with the Porsche 911. That meant the aerodynamics of the 3.0CS had to be altered, and the result was wings, fins, and flares. But if the road going version of the also lightened 3.0CSL looked outrageous, the racing version simply took the recipe and turned it up to 11. Giant boxed flares widened the E9 half again. A huge front air dam looked capable of clearing cattle on the Sante Fe railway. Huge centerlock BBS magnesium wheels sported a footprint that would make most large commercial planes jealous. And if the tires didn’t shock them, the huge cantilevered wing protruding from the back of the trunklid certainly would spoil their plans to go airborn. This was the legendary car which gained the name “Batmobile”, and though they were not ultimately able to defeat Porsche in the Group 5 contest for 1976 (you know that, of course, because of the many Martini Championship Edition Porsches we feature), they are no less memorable than the 935:

CLICK FOR DETAILS: 1975 BMW 3.5 CSL at Jan Luehn Cars

Motorsports Monday: 2016 Porsche Cayman GT4 Clubsport

Motorsports Monday: 2016 Porsche Cayman GT4 Clubsport

The popularity of track days and amateur racing is at perhaps an all-time high, with seeming countless versions of track-prepared options out there. Back in the 1970s, there were basically no track-ready options available. Even when supposed track-derived cars arrived in the 1980s, they wouldn’t hold up to hot-lapping for very long. But today you can pop down to your Porsche, Audi, Aston Martin, Ferrari, and even Bentley dealer and walk out with a full factory prepared race car. The Porsche model which traditionally has carried this flame was the 911, first with the RS models followed by the GT3. But they’ve gotten hugely expensive, and Porsche has another popular track platform in the Cayman. Recently gussied up for track duty in the GT4 model everyone is swooning about, the Cayman is better prepared than ever to take on your favorite track. And by track, for many that means garage, waiting for the model to appreciate. But Porsche also released a full turn-key race version of the Cayman to the public this past year. With a mid-mounted 385 horsepower 3.8 flat-6, motivation wouldn’t be a problem. Porsche ups the track-bias with the 6-speed PDK, a factory roll cage, gutted interior and lightweight aluminum/steel hybrid panels, 15″ 6/4 piston brakes, and a slew of GT3 bits. You could even get a 26 gallon endurance fuel tank. But unlike the normal Porsche factory race cars, this fully-prepped GT4 Clubsport would run out the door at $165,000:

CLICK FOR DETAILS: 2016 Porsche Cayman GT4 Clubsport on eBay

Motorsports Monday: 1984 Volkswagen GTi

Motorsports Monday: 1984 Volkswagen GTi

From one iconic Porsche livery in the Martini Racing colors, we move on to another equally if not more recognizable color scheme for Stuttgart; the John Wyer run Gulf Racing with the unmistakable blue and orange combination. Yet, this time we’re not looking at a Porsche, but Volkswagen GTi. Perhaps the GTi doesn’t quite have the racing repertoire of the 911 more often associated with Gulf, but these potent pocket rockets have been popular race platforms since their inception. The original GTi makes an excellent and affordable race chassis, and while the newest models are an amazing 32 years old now they’re still hitting the track and winning.

CLICK FOR DETAILS: 1984 Volkswagen GTi on eBay

Motorsports Monday: 1971 Porsche 911 RSR Martini Racing Tribute – REVISIT

Motorsports Monday: 1971 Porsche 911 RSR Martini Racing Tribute – REVISIT

$_57

On the verge of three years ago I took a look at a neat 911 Carrera RSR tribute. Rather than take the typical path of copying the IROC cars, the builder of this particular car chose the “Mary Stuart” Martini Racing example to clone. The car was named because the wrap around rear duck-tail spoiler reminded some of the high collars which were the vogue during Mary, Queen of Scots’ reign. With its unique tail offsetting those iconic colors, it is certainly an attention getter. However, the seller has now attempted to shift this car more or less continually since 2013 – first at an asking price of $165,000, then dropping in 2014 to $135,000, and now back up to $165,000 presumably to try to capitalize on the current 911 market. It is without a doubt a neat build and unique execution, so even though it’s unlikely to trade this time around again I thought it was worth another look:

The below post originally appeared on our site September 9, 2013:

I think I’ve made it pretty clear that I think Martini Racing colors are just awesome. Some people insist everything looks better in “Gulf Blue”, but for me, it’s those Martini stripes that made some of the best looking race cars (and in a very few cases, even improved road cars). Case in point is today’s example; perhaps one of the strangest downforce attempts of the 1970s on a Porsche – the Mary Stuart tailed Martini Racing RSR. While a neat design in some ways, it certainly looks odd from other angles. Today’s 1971 911 is a recreation of the original, but you can’t deny that it looks fantastic in the proper Martini Racing colors of the 1973 RSR:

CLICK FOR DETAILS: 1971 911 RSR Martini Racing replica on Ebay

Motorsports Monday Special: Racing to Sell – The ‘Silberpfeil’: Part 6

Motorsports Monday Special: Racing to Sell – The ‘Silberpfeil’: Part 6

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Start of the 1939 German Grand Prix with Auto Union Type D and Mercedes-Benz W154 M163s – their last meeting in the nation of their birth

Yesterday saw an interesting comparison in racing; in F1, Mercedes-Benz once again dominated the field with seeming ease, dictating the pace and watching the strategy of its competitors from Maranello. While truth told my focus remained squarely on the Formula 1 race, there were several other popular race series running concurrently; both wildly popular Moto GP and World Endurance Championship races were contested as well. Notably, Audi won the WEC Silverstone 6-hour contest, continuing its quite remarkable run in endurance series amidst rumors that they could be heading to Formula 1. The question posed by me in my conclusion to the investigation of the Silver Arrows period is simply if the racing was necessary? There were other options in terms of racing for both companies to explore, and indeed they could also have taken the Opel strategy in no racing at all. Did the companies choose the right route?

I’d like to take this opportunity to thank our readers for the positive feedback to this feature. It’s been wonderful for me to revisit this research and have the enthusiast community enjoy it. I’d also like to thank Dan and Paul at GCFSB for not only affording me the opportunity to put this research up, but indeed for encouraging me to do so. Though they’re not likely to be paying attention I’d like to thank the Saxony State Archives in Chemnitz and the staff at the Mercedes-Benz factory archives, both of which were very welcoming and accommodating during my time there. Lastly, I’d like to thank my family who has been both encouraging and patient while I’ve spent countless hours working on this site. Without further ado, please enjoy the conclusion!…

Motorsports Monday Special: Racing to Sell – The ‘Silberpfeil’: Part 4

Motorsports Monday Special: Racing to Sell – The ‘Silberpfeil’: Part 4

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A 1935 Auto Union Type B Streamliner used for both records and the annual Avus race in Berlin

This past weekend weekend we saw a bit of hubris and bad strategy lead to Mercedes-Benz losing to Ferrari in the Malaysian Grand Prix. Despite the massive investment and seemingly pedantic attention to detail, the same problems existed in the 1930s for the company. Increasingly Mercedes-Benz needed to differentiate itself from Auto Union by undertaking extreme efforts. These efforts were not always profitable; indeed, one could argue that – as we saw last week – since they were already having difficulty delivering cars thanks to raw material shortages, undertaking new forms of racing and record-breaking might have seemed ill-conceived for the company. However, still at stake was preferential treatment from the government, especially when it came to lucrative military contracts. As such, Mercedes-Benz undertook some unlikely projects to not only gain international prestige for the Daimler-Benz model range, but indeed to curry favor with the government.

Link to Part 1

Link to Part 2

Link To Part 3

FOUR : PUSHING THE LIMITS – THE GOVERNMENT GOES RACING

Motorsports Monday Special: Racing to Sell – The ‘Silberpfeil’: Part 3

Motorsports Monday Special: Racing to Sell – The ‘Silberpfeil’: Part 3

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A Mercedes-Benz W125 leads an Auto Union Type C – the height of power for these Grand Prix cars in 1937

As we’ve seen in the last two parts, both the motivation and need was present for a concerted racing effort by the Germans. The promise of political and economic support from the government only sweetened the deal for both Mercedes-Benz and Auto Union. What resulted, as we’ll see, redefined what it meant to go racing – not only for Germany, but for the world.

Link to Part 1

Link to Part 2

THREE : REDEFINING AUTOMOBILE RACING

In theory, the successful plan worked perfectly for all involved. The two car companies would gain international prestige for themselves while boosting domestic car sales through promotion of their abilities, while the government – their fairly public backer – gained support for the entire automobile industry, cash flow for the country through increases in sales and exports, and international prestige for Germany as a whole as well as promoting the modernity and advanced state of German technology. In practice, however, there was a drawback to the plan for the two companies. The problem derived from the rules and competing against one another for the same prize.

The rules presented a problem because in an attempt to quell every increasing speeds, the AIACR had established the 750kg maximum weight rule based on 1932 technology, believing that in order to go fast the car must be larger and heavier. This had certainly been the case in the past, whereby under free racing regulations constructors had merely installed two racing engines into the car and combined their efforts – with resulting staggering speed. However, under the new racing rules both Daimler-Benz and Auto-Union developed cars that met the requirements, yet provided even more powerful engines. The result was incredible speed, speed that had never been seen before at this level.…

1981 Porsche 924 Carrera GTR

1981 Porsche 924 Carrera GTR

The late 1970s and early 1980s were a trans-formative time for Porsche. After a long string of successes with the Porsche 911 and 917 on the race track, they were moving into new territory with a series of front engined cars. Not only were these cars appearing on the race track, though; Porsche intended the 928 and 924 to be the replacements for its aging 911/912 lineup. The result was a special time for water-cooled fans, as Porsche spent a considerable amount of time and resources in between the end of the 917 project and the beginning of the new 956 project on the front engined 924. In order to tie the model to performance and wins on the track, Porsche undertook an ambitious racing schedule, entering the 924 in everything from showroom production-based “D-Production” in SCCA to the World Rally Championship and Le Mans. The resulting lineup of impressive turbocharged 924s have become legendary, but ultimately they’re much more rare to come across than their 911/934/935 counterparts. Still, in the early 1980s they were cutting edge – 2,000 lbs, 400+ horsepower and massive flares hiding 935-spec BBS center-lock magnesium wheels. Sound awesome? You better believe it:

CLICK FOR DETAILS: 1981 Porsche 924 Carrera GTR on eBay

Motorsports Monday: 1985 Audi Quattro Rally Car

Motorsports Monday: 1985 Audi Quattro Rally Car

Few motorsport images are quite as evocative as the legendary period of Group B; flying machines spitting stones and belching flames as they skirted trees and rocks at breakneck speeds with crowds only inches away. The ever more powerful cars hurtled their drivers in increasingly lighter and more delicate evolutions of cars towards immovable objects – an act which is some cultures would probably be akin to ritualistic suicide. By 1985 the writing was on the wall; it was a deadly sport that needed to be reigned in. But perhaps more than any other period, this is the time that rally fans and motorsports fans in general identify as one of the most memorable and important periods in racing history. Obviously, the big winner of the period from a reputation standpoint was Audi. The car that helped to define and end the period of wild turbocharged excess, the Quattro has obviously been the spawn of many replicas, such as this one for sale today in England:

CLICK FOR DETAILS: 1985 Audi Quattro “Group B” Rally Car on eBay

Motorsport Monday: 2007 BMW M Coupe

Motorsport Monday: 2007 BMW M Coupe

The E86 Z4 was a fairly radical departure from the E36/8 that it replaced. In many ways, the Z3 was born out of a series of spare parts and in some ways almost seemed an afterthought. It wasn’t as innovated as the Z1 and while the original M Coupe has become a fan favorite, the Z3 just overall seemed the odd-man out in the BMW lineup. On top of that, the design just overall hasn’t aged particularly well in my mind. But in 2002, the redesigned Anders Warming penned E85 Z4 roadster launched. It was bigger in every dimension, with cutting edge new styling that managed to incorporate both round and angular designs into one fluid package that somehow worked well. Over a decade on, it still looks quite new to me – one of the best tests of the staying power of a design. Also one of the best tests is that it was somewhat controversial at the time, but by 2006 and the launch of the M models most critics were convinced that it was a nice package. The addition of the stellar S54 powertrain certainly didn’t hurt, and with just 1,800 examples of the new Coupe design in the U.S., it was guaranteed classic status. But that hasn’t stopped some from converting the coveted Coupes into race cars, such as this Fall-Line Motorsports built wide body:

CLICK FOR DETAILS: 2007 BMW M Coupe on Race-Cars.com