Back to wagons!
One of the more
captivating baffling options in the used performance wagon market must surely be the C5 Audi. Despite the reputation for 100% metaphysical certitude that they’ll fail – probably catastrophically, they’re fan favorites. Often as a retort to internet commentaries that they’re not reliable, actual owners will chime in, demanding respect and steadfastly assuring the audience that the Allroad’s reputation is undeserved.
‘It’s been 100% reliable!’ they’ll insist.
Of course, the recipe to actually make it reliable involves major reworking of the engine and suspension. And, sometimes the electronics, too. On top of that, it turns out that various people’s definition of ‘reliable’ varies greatly – especially for Audi owners. Basically, to be deemed ‘unreliable’, an Audi must first assassinate a major public figure, then make a Star Wars reboot featuring only Jar-Jar Binks, then kneel during the National Anthem (easy to do, as most have failed suspension on at least one corner), and finally when you turn the key the engine does the action sequence out of a Michael Bay Transformer movie. If, and only if, those conditions are met will fanatics finally fail to reply to the assertion that the Allroad just isn’t a reliable car.
But, it’s cool. And so you probably want one, even though you know it’ll bankrupt you. So the smart way to buy an Allroad is to not buy an Allroad:
If the minor nomenclature differences between what constitutes a BMW with sport items, a Sport model, and a M-Sport model can be confusing, the ordering of model designation in Audi’s TT lineup is downright infuriating. Technically, I think the correct order for the model is as shown above – Audi TT Coupe 225 quattro ALMS Edition.
And here’s the trick. First you needed to differentiate if you ordered a Coupe or Roadster. In 2002, you could get a front-drive coupe with the 180 horsepower engine, and you could also get the 180 horsepower motor with optional Haldex quattro all-wheel drive. But if you selected a Roadster, you couldn’t get a 180 quattro. Now, if you went for the upgraded 225 horsepower motor, you automatically got quattro – there was no front-drive option. That makes the “quattro” moniker after any 225 model redundant. Even more redundant in this case is the “Coupe” moniker, because if you opted for the ALMS appearance package in the 2002 model year, the hardtop was your only choice. So if you referred to this as a TT ALMS – as many do – the rest would follow – you’ve got by default a 6-speed manual 225 horsepower quattro Coupe. For many, this makes the ALMS one of the most desirable 8N TTs, and the limited run of 1,000 examples in either Misano Red Pearl with Silver Gray Nappa leather or, as show here Avus Silver Pearl with contrasting Brilliant Red Leather tends to command a premium over other examples of the first-gen Golf-based model:
Update 2/16/18: After showing as sold in November for $14,900, the mega-cool Ruf Bug is back again for the same $14,900 ask.
This is a car which has haunted these pages since we first began writing up German cars, if you can believe it. Originally, Aaron wrote this car up nearly 6 years ago to the day – November 8, 2011. Back then, the seller was asking an incredibly steep $60,000. Three years later in 2014, Paul spotted it again and revisited the concept. It was then up for sale for a scarcely more reasonable $50,000. In both cases, it was really hard to justify the substantial premium even if it was a neat looking car.
Fast forward to today, and we’re finally getting somewhere. Although the car appears to have changed little since 2014, the asking price is now $14,900. Mileage is far below average at only 51,722 and condition generally looks very good. It has only accrued 10,000 miles in the last three years. Although this car lacks true RUF credentials, the general concept pulls together pretty well and the execution looks nice. Is this the one to have? It’s certainly a lot more compelling than a standard Beetle in many ways and has big dollar mods, but do those mods justify a $11,000 premium over a standard Turbo S?
The below post originally appeared on our site November 9, 2011:
The Mercedes-Benz C32 AMG falls into that category of ”Oh yeah, they made those” probably because of a few reasons. The first one being it wasn’t particularly good or impressive at any one thing. It’s extremely bland, even by conservative Mercedes standards, and you’d be hard-pressed to pick this out of a lineup to recognize it as an AMG car. Aside from some slightly different bumpers and some split spoke AMG wheels, the C32 looked just like every other pre-facelift W203 out there. The power part for this car isn’t anything to write home about with a supercharged M112 V6 that was then shared with the Chrysler Crossfire SRT-6. It did make a respectable 349 horsepower but torque was down with only 322. I think the biggest reason these things are often shoved aside and not really desirable is because the car that replaced it, the W203 C55 AMG, fixed everything that was wrong with this car. The C55 got the big V8 that made almost 400 lb·ft of torque and had a bunch cosmetic updates that made it look different from every other W203 out there. So now that these C32s are 15 years-old, where do they stand?
If you follow these pages, it goes without saying that I’m a pretty strong Ingolstadt devotee. My first car was an Audi 4000CS quattro and since then I’ve owned an astounding 9 models along the way. But that doesn’t mean I buy everything from the company hook, line and sinker. Indeed, I’ve been less than impressed with many of the newer models. Sure, sometimes they look slick, go like stink or are really pretty inside. But would I want to own one? In most cases, no – outside of a few very select models, I don’t really desire to own much post ‘Y2K’.
One exception to that rule – and it’s literally and figuratively a huge exception – is the S8. Everything about this car was just spot on to me. In an age when increasingly the offerings from the competition were unattractive and overly complicated, the S8 was to me the last of the great original quattros. It was an analog offering in a digital age; simple, blunt force from a 360 horsepower V8 in front driving all the wheels with a luxurious driver-oriented cockpit. Sure, there were plenty of computers. Probably there are too many. But compared to the new luxo-suites? The D2 seems downright cart-like. And the proportions of the car were just perfect; lowered, menacing stance, huge yet delicate-appearing wheels, just the right amount of bling, yet an understated car which easily fades into the background. So even though I’m still probably a long way from ownership, I often find myself dreaming about being behind the wheel of one.
The pool of candidates that remain is beginning to dwindle; the newest of the D2 S8s is on the verge of being 15 years old and parts are already getting hard to source. As a result, if you want to get into one of these cars, you’ll want to find the best one available.…
We are always on the lookout for good performance value and as the writer who primarily features the Porsche 911 that isn’t always easy. At least pretty much all 911s provide nice performance, if not nice value! The go to for those looking has long been the 996TT, which for a while represented absolutely silly performance for the price. If you found one with the X50 package you could get supercar levels of performance for around $40K.
Those times have changed. The cat eventually was out of the bag and I guess enough people took notice that prices began to rise. With the air-cooled market rising as well that moved more buyers toward the later water-cooled models. Things haven’t exactly gotten out of hand, but with enough low-mileage examples available it’s pretty common to now see those X50-equipped models priced above $60K. Still good value, but there are other options not far away.
Nonetheless, the search continues and here’s one that comes with a good price: a Seal Grey Metallic 2002 Porsche 911 Turbo Coupe, located in Arizona, with 6-speed manual transmission and 99,522 miles on it.
There are a few select automotive tuners who can take an impressive package and refine it into an even better entity. That group includes legends such as AMG, Alpina and Ruf – all of which are staples of this segment.
Yet they are far from alone. Given the task of improving on what is generally considered to be one of the greatest sedans ever made is no small feat, but if there was one group up to it, it was Steve Dinan’s eponymous company in California.
While just about anyone can take a turbocharged engine and crank up the boost, slap a few stickers on it and call it done, the E39 M5 didn’t come with forced induction. On top of that, it was a motor which wasn’t exactly underdeveloped before it went into production. Nor were the brakes, suspension, or any other aspect of the third gen M5. But Dinan thought they could improve upon them, and with a tremendous amount of work, did.
Dinan went to town on the S62 from start to end. Out came the factory air boxes, air meters and velocity stacks, replaced by Dinan units of larger diameter and better flow qualities, along with larger throttle bodies bored out by the company. This necessitated reprogramming of the computer controls for the engine to match the new flow characteristics. To help the exhaust side of the motor, unique tubular headers were fit to a free-flowing, lightweight exhaust system. While this sounds a bit like old-school engineering, it was successful; the result was an additional 76 horsepower and 51 lb.ft of torque – basically, this was like adding a 1980 Rabbit’s worth of power to an already powerful car.
Dinan coupled the engine mods with a shorter final drive and higher rev-limiter to reach fantastic speeds. The S2 was capable of 0-60 runs around 4 seconds flat and, in unrestricted mode, geared out around 190 mph in 6th.…
The end of Summer has many traditions; the days wane as children head back to school. Temperatures fall as families head towards apple orchards and plan for haunted hay rides. Pumpkin spice is everywhere. But there’s one tradition I’ve particularly enjoyed for the last few years; the live stream from West Sussex, England of the Goodwood Revival.
For me, a lover of vintage cars and especially vintage race cars, it’s a special treat. Both of the events put on by Lord March are impressive in their own right, and if you want to see a little bit of everything the season opener Festival of Speed is probably the venue you should consider. But if you want to see cars and motorcycles from periods you weren’t even alive for race flat-out, the Revival is the one to tune in to. Heavily modified Jaguars, Ferraris, Aston-Martins, and just about everything in between head to the track as combinations of professional and amateur drivers (at least, those with quite deep pockets) take their prized possessions to the limit and sometimes beyond. You might be lucky enough once in your life to witness an original GT40 in person; head to the Revival, and you’ll run across a dozen or so of the model, many of which are driven nearly as quickly as they were originally. This is coupled with period livery and dress on one of the fastest circuits in England, filmed with some of the best cameras out there. The result, as a car lover, is one of the most evocative spectacles conceivable.
Each time I witness a Goodwood event, my love of these race-prepared vintage cars is re-inspired. And though this particular BMW 2002 is just a few years too new to be eligible for competition at the Goodwood circuit, it caught my attention because of the claimed IMSA link.…
Just the other day on one of the internet chat groups I probably spend far too much time looking at, someone posed the question “Should I buy an Allroad?”
There are two camps of thought on the Allroad. On the one side is the group of individuals, many of whom still own them, for which Audi’s light-off-roader is the best vehicle ever designed. Quickly in speaking with them you realize few of them remain stock, which points towards the cause of the other side of the story.
For those who aren’t fully in love with the Allroad, they’re one of the least reliable, most unnecessarily complicated Audis ever built. And from a company that likes unnecessarily complicated designs, that’s saying something. The electrics fail. The suspensions fail. The turbos (count ’em, two!) fail. Look, I’m a huge Audi fan, but I can acknowledge that you have to really, really want an Allroad to buy into the kind of maintenance you need to perform to keep it going. My mechanic bought my parent’s 6-speed example, and now he’s afraid to drive it because every time he does it breaks. All he talks about is how expensive it is to fix. An ex-Master Audi mechanic. Think about that.
What was interesting to me as this discussion quickly devolved into “It’s the best car ever! (but here’s the laundry list of how to make it the best car ever…)” versus “You can’t afford to own one, because you have to own three so that at any given time one is theoretically working” was that no one brought up the S6. To me, the S6 is the perfect solution for wanting an Allroad. It looks better. It’s got a nicer interior. It’s got more power, and exactly zero turbos that blow. And it’s got an all-steel suspension that doesn’t fail.…
The Granddaddy. Top dog. Ultimate 911. Widowmaker. I don’t know. Whatever we want to call it the GT2 has been the pinnacle of 911 performance since its introduction as part of the 993 model lineup. Like with some of its predecessors the intention behind GT2 production was to meet homologation requirements for racing purposes. Naturally power is higher and weight is lower. Unlike every other 911 Turbo since the 993 the GT2 also stuck with purely rear-wheel drive rather than the now standard all-wheel drive. Everything about the GT2 is jaw dropping and on those rare occasions I’ve seen one on the road it’s been very difficult to take my eye off of it.
The 911 Turbo always has served as a showcase of Porsche’s ability to deftly meld high performance and luxury. They are cars you can drive every day with little sense of performance compromise. The GT2 is what you get when you remove some of those luxuries and push the performance limits. Here we have a very low mileage example located in Montana: an Arctic Silver Metallic 2002 Porsche 911 GT2 with 3,124 miles on it.
Model: 911 GT2
Engine: 3.6 liter twin-turbocharged flat-6
Transmission: 6-speed manual
Mileage: 3,124 mi
Price: $169,000 Buy It Now
If you are reading this you probably don’t need me to tell you about the rarity and collectability of this car. You probably want to add a 996 GT2 to your collection and you will not find another example as worthy of being in your collection than this very low mileage example. I found this car sitting in a garage in Kona Hawaii a couple years ago. It had only been driven a couple thousand miles by its previous owners.