1990 Mercedes-Benz 560SEC with 15,400 miles

Earlier this week I checked out 1989 Mercedes-Benz 560SEC in a vivid Signal Red for sale outside of London. I explained that even though I don’t really love red on Mercedes in general, certain models actually pull the color off pretty well. Today, we have another 560SEC in red although this one is a little more subdued with the shade of Garnet Red. In case you missed the title on this car, this SEC has a mere 15,400 miles on it. But the price? Oh boy, I hope you are sitting down. Maybe grab a glass of water, too.

CLICK FOR DETAILS: 1990 Mercedes-Benz 560SEC on eBay

1990 Audi V8 quattro

Weather. It’s today’s weather that makes me instantly think back to my V8 quattro. Here in New England this morning I emerged from my weather-proof cocoon hidden carefully under several layers of blankets to reveal the foot-plus of powdery snow, blowing fiercely with a sustained 35 mph wind, and a temperature hovering around 9. Maybe for you folks in Minnesota that’s a nice Spring day, but I think it’s just brutal. Yet when it occurs, I instantly think back to the car I had that made me relish those conditions. It was my ’93 V8 quattro, without hesitation.

When the mercury dipped below freezing and the roads were covered in snow, that car was simply a monster. Audis certainly have a reputation for being good in the snow, it’s true. But here’s a hint – I’ve owned a lot and driven even more, and they’re not all great in the white stuff (ducks). They’re also very tire-dependent, perhaps moreso than other cars. Because with all-seasons on an Audi, you’ll have no problem going fast in deep snow, but you’ll have quite a few problems turning and more problems stopping.

But I had snow tires on my V8. Tiny little A4 steel wheels overshadowed by the widened flares with tires that look fit for…well, an basic B5 A4 rather than a large executive. When that white stuff fell – look out. It was unstoppable, but not in the bad way I just mentioned. And unlike the terminal understeer some of my other Audis suffered from (I’m looking at you, 200!), all you had to do in the V8 if the nose wasn’t heading where you wanted to was to give it a boot-full of throttle. A tremendous roar would emerge as the 4-cam all-aluminum V8 sprung to life, the multi-plate center differential channeled power towards the back, and the Torsen rear diff limited the slip of the unladen tire.…

1990 Mercedes-Benz 190E 2.5-16 Evolution II

We’ve covered the Mercedes-Benz 190E 2.5-16 Evolution II here many times in the past and for good reason, it is a hell of a unique car with a price tag to match. You can get your 1990s DTM kicks on the street all while being in the lap of luxury (at the time) with things like air conditioning and leather seats. This car is not shy, it is not subtle and most importantly for everyone, it is not cheap. When this thing launched in 1990, asking price for an 2.5-16 Evolution II from Mercedes was around $80,000. That isn’t in 2017 money, that is in 1990 money. Just to give it some perspective, factoring in inflation and other things, this W201 would have run you around $155,000 in terms of buying power. Yes, for a W201 190E.  Unfortunately, this 1990 for sale in the Netherlands isn’t cheaper either.

CLICK FOR DETAILS: 1990 Mercedes-Benz 190E 2.5-16 Evolution II on Hemmings

1990 BMW 735i

Update 4/20/2018 – the asking price of this neat 735i has dropped from $5,995 in December to just $3,995 today.

Following up on yesterday’s Audi S8, I’m reminded just how good the 1990s were for large executive sedans when considering this E32. Sure, the W126 S-Class led the way in the mid-80s, with BMW and Audi playing catch-up. But catch-up they did, with the unorthodox V8 quattro and sporty, luxurious E32 7-series. Both models were followed up with improved models, too – the E38 and D2 are as much fan-favorites (if not moreso) than their predecessors. And while I’m not as much of a die-hard fan of the 3-pointed star, universally the W140 is seen as a worthy successor to the legendary flagship at Mercedes-Benz, too. All around, it was hard to go wrong with these super-executives in the 90s.

While I did own a V8 quattro and pine over the innovative Ingolstadter, my formative driving years were spent with an E32 in the household. It was a great car; the Claus Luthe styling was refined and carried the size and weight of the new 7 much better than the E23 did. It was more potent, too, with the punchy 3.5 liter M30 rated at 208 horsepower, while you could go upscale to the new 5.0 V12 750i kicking out 295 horses. Both could be specified in long wheel base, too – something Audi did pull off with the V8 quattro, but not for the U.S. market.

Yet, like the Audis, the large BMWs don’t have quite the following or the market appeal of the Mercedes-Benz. Perhaps it’s because they’re more finicky, or that parts are harder to find. More likely, it was that they didn’t have quite the same ‘old money’ buyers originally and were more disposable than the inheritance-quality Benz models.…

1990 Volkswagen Jetta GLI 16V

Much like the S4 I posted over the weekend, the Jetta GLI 16V is a car which on paper I should like very much. After all, I’m a huge fan of the same-generation GTI 16V, and the Jetta was little more than a trunk added to that formula. Underneath, there were almost no changes between the two. You got the same high-strung 9A 2.0 16V with Motronic fuel injection pushing 134 horses through that open-diff front end. Your only choice was a 5-speed manual, of course, and it was a close-ratio one – enjoy those highway speeds! Brakes were updated to 10.1″ and dual tailpipes emerged from the new ‘big bumper’ A2 refresh. Central locking and a cassette player were standard, while you could opt for many power options including windows, mirror, anti-lock brakes, trip computer, cruise control and of course a sunroof. The GLI also carried over BBS wheels from the pre’90 1.8 models, in this case the 15″x 6.5″ ‘RA’.

These items should have conspired to produce a deeply desirable product for me. And yet, somehow I never really took to the Jetta though many did. I suppose it’s the same as the 4000 quattro/Coupe GT fan bases. Rarely do they seem to cross over, yet there’s a mutual respect between them. I like the Jetta, and in the absence of the GTI it would probably be a great favorite of mine. It was aimed at being a more refined alternative to the racier hot hatch. But ultimately it falls second fiddle to the GTI, which always seems (and, arguably is) just that little bit more neat.

For enthusiasts, though, that means potential value. As GTI 16V prices climb steeply with no real relent in sight and few good examples hitting the market, you can get a bit of a value if you don’t mind the junk in the trunk:

CLICK FOR DETAILS: 1990 Volkswagen Jetta GLI 16V on eBay

1990 Audi V8 quattro

If there is one German car that is an honorary Alfa Romeo, it’s got to be the V8 quattro.

From the dated underpinnings of the Type 44 chassis, Audi emerged in 1988 with an all-new 4-cam aluminum engine that could be mated to an automatic transmission. While today most enthusiasts decry the death of the manual, it was still a luxury that people paid dearly for at other points in automotive history, and the technical achievement necessary to combine the two was not unsubstantial. It benefited from a new generation of quattro models, which instead of utilizing manual differential locks had a Torsen unit in the center to automatically split power. But the V8, equipped with the automatic, couldn’t use that Torsen in the middle, instead relying on a multi-clutch differential. Instead, the Torsen unit was moved to the rear of the car. Coupled with a more rearward weight bias with the shorter V8 and the gutsy torque on offer throughout the rev range, though much of the car was borrowed from the rest of the lineup it took on an entirely different character. That was matched with new, updated bodywork outside and a wider stance with flared arches. The effect? Magical. And, complicated.

The results of both were that the V8s developed a unique fanbase separate from most of the other models. The Phantoms of the Four-Ringed Opera, these cars have long-lived in the shadows, myths that are only seen rarely, cars no average mortal would consider owning. The social pariahs who do own them are even more strange, lurking in the dark corners of the internet muttering “NLA” to themselves while figuring out creative ways to keep their coveted creations running, mostly though cannibalization of others. It seems Audi managed to pull off the unfathomable achievement of creating a whole new and unique set of VAG problems specific to the V8.…

Two Visions of the Future: 1963 BMW 700 LS and 1990 BMW Z1

Update 2/6/2018 – Unsurprisingly, the 700LS remains available on reserve auction (it is $21,900 on their site)

Normally, our dual posts have two comparable cars to consider. But while typically that manifests itself in one model, one price point or one performance group, today it’s something very different.

Although both of today’s cars come from one marque – BMW – there is literally and figuratively a huge chasm of development between them. There’s also a vast gulf between performance, desirability and price. Yet each reflected the time point in which it was made; the austere 1960s, emerging from the fog of war into a bustling economy when average Germans could for the first time contemplate automobile ownership, and the exotic 1980s, with its new computer designs and technology rapidly forcing car designs forward. For the company, each car represented the future in many ways even if the results and their impact was so vastly different.

CLICK FOR DETAILS: 1963 BMW 700LS on eBay

1990 Volkswagen Corrado G60

Update 1/6/2018 – The asking price on this Corrado G60 has dropped from $5,200 to $4,800.

While the second-generation Scirocco was a re-body of the first-generation chassis with some upgrades, when it came to the end of the 80s and the launch of a new sporty Volkswagen, they turned to…another antiquated chassis. Prepared for the 1990 model year, the A2 chassis was already the best part of 7 years old and not the most refined unit out there. Despite this, plans moved ahead at cash-strapped VW to produce two “new” models that were adaptations of the A2 chassis.

The result was the third generation Passat and the sporty Karmann-built Corrado. The design was more VAG evolution than revolution; in many ways, the Corrado’s profile and several aspects mimicked the upscale Audi products. Volkswagen again went to the tried-and-true ‘Operation Copy Giugiaro’ plan that worked with the Scirocco. It looks like a shorter, chunkier Audi Coupe GT to me – especially in its original G60 supercharged guise. While the GTI went to the 2.0 16V and slick BBS wheels making an instant classic, Volkswagen relied on the G-Ladder supercharger that was seen in the European Golf Rallye and G60 GTI for the motivation for the Corrado. But the Corrado wasn’t made to challenge its siblings; it was aimed at the 944 crowd, replacing the 924S as a ‘Poor Man’s Porsche’ rather than just an expensive GTI alternative.

Ostensibly, this made it the top-trump at Volkswagen, what with 160 horsepower and good torque. But the heavy weight and complicated nature of the model meant that the GTI retained greater appeal. It seemed as though Volkswagen hit a home run when they finally slotted the even more potent and better sounding VR6 into the Corrado for 1992, relegating the supercharged model to obsolescence and obscurity.…

Affordable E34 Face-Off: 1990 Alpina B10 3.5/1 v. 1991 M5

Just because it’s got an exotic name or badge doesn’t mean it’s automatically out of your reach. That’s the lesson for today’s twin E34s. If you’re willing to undertake a bit of a project you can certainly save money up front. Just like we saw with the S65 AMG Andrew wrote up, the initial cost you pay only going to be part of your total outlay but for the price of a small economy car, you can grab another league of luxury, performance and exclusivity that a Nissan Versa could never dream of matching. So which of these project E34s is the one you’d chose, or are both busts?

CLICK FOR DETAILS: 1990 Alpina B10 3.5/1 on eBay

Rare Righthooker: 1990 BMW 735i SE

The 7-series never really developed the cult following of some of its countrymen or the rest of the BMW lineup. It wasn’t as luxurious as either the W126 or W140 Mercedes-Benz competition. It wasn’t as clever as the Audi V8 quattro. It wasn’t as good a driver as the E30 or E34. There was never a Motorsports division version, and it wasn’t quite as good-looking as its successor, the already legendary E38. As a result, the E32 was – in many ways – a disposable luxury car, much like some of the Audis of the period. They’re mostly gone and forgotten, but every once in a while a really neat one pops up and is worth a look.

I grew up in my formative driving years with a 5-speed 735i E32 in the family stable, and it was a wonderful car. It rode well, it was comfortable, the 3.5 liter M30 was turned up over 200 horsepower and so it was plenty quick. Generally speaking, the U.S. spec 5-speeds are the most highly sought E32s here and it’s easy to understand why. But this particular E32 turns the desirability up a few notches:

CLICK FOR DETAILS: 1990 BMW 735i SE on eBay