As I talked about in the recent post about the 20th Anniversary Edition GTI, the 2002 ‘337’ was the GTI to get when they launched. The moniker derived from the original project code – EA337 – for the first generation GTI, and effectively the 2002 337 was a carbon copy of the 25th Anniversary model that was a Europe-only special from 2001. Hunkered down with the 1BE sport suspension, the 337 wore 18″ specially painted BBS RC wheels with low profile 225-section tires. Red calipers grabbed 12.4″ front vented discs and 10″ in the rear, also with veining. Powering the 337 was a 1.8 liter, 20V turbocharged motor, good for 180 horsepower, mounted to a new MQ350 6-speed manual gearbox. Underneath was a stainless steel exhaust system tuned to emit a bit more noise than a standard model. Inside the GTI got Recaro “Le Mans” red and black cloth seats, a special golf ball shift knob, aluminum interior accents and Monsoon radio system. Finally, a unique Votex body kit and retro badging helped to distinguish this model as the one to get for 1,500 lucky U.S. customers:
A familiar face popped into my usual searches this week. It was a 2001 BMW M3 in Laguna Seca Blue. What stood out immediately were the wheels (okay, and the color); BBS CH and near faultless condition throughout pointed towards the example I looked at twice in 2014. Three years later, it’s still for sale and though the price has dropped, the seller is still looking for the best part of $60,000.
In the future, that price may not seem quite that outrageous. After all, finding a perfect condition, 10,000 mile M3 in one of the two signature colors isn’t something you come across everyday, right?
I’m going to move now to the other side of the 911 Turbo spectrum. Away from ultra-low mileage air-cooled Turbos to a water-cooled model with some miles on it. I’ve been looking around for better values among these cars, something that has become increasingly difficult as has been evidenced by a few of my recent 996TT features. Most of those I see with lower prices are Tiptronic. If you’re fine with that, then there’s plenty of choice. But I want to keep searching for the more desirable manual-equipped versions.
Here may be just one such beast: a Carrera White 2002 Porsche 911 Turbo, located in Georgia, with Natural Brown leather interior and 76,985 miles on it. I’ll say from the start that even though the asking price is sub-$50K it’s still a good bit higher than what we used to see with these Turbos, especially those not equipped with the X50 performance package. But it’s a much more reasonable price than the low-mileage cars we’ve seen and the condition looks good.
Model: 911 Turbo
Engine: 3.6 liter twin-turbocharged flat-6
Transmission: 6-speed manual
Mileage: 76,985 mi
Price: $47,900 Buy It Now
2002 Porsche 911 Turbo.
Natural Brown Leather Interior.
Books, Manuals, Service Records, 2-Keys, Car Cover, Tools, Spare and a Jack.
This great looking 996 Twin Turbo comes in a very desirable and highly sought out Carrara White, which bares the the nickname “Unicorn” among the Porsche enthusiasts.
The white exterior is beautifully matched up with a Brown Leather Interior, that is complimented with factory correct Sport Seats. The interior is in phenomenal shape and every instrument and gadget works.
Performance wise, this car is an absolute beast, and the Turbo effect is immediately evident.
Most of our ‘Roll the Dice’ series involve cheap asking prices, needy restoration candidates, or oddball cars that are great values. This is not one of those.
The BMW 2002 is a legendary giant killer, and the predecessor of the market darling M3. Introduced before the M1 and 3.0CSL, BMW’s Motorsport division designed and modified the E10-based model to such an extent that it received its own model code – E20. A KKK turbocharger was fit to the M10 2.0 inline-4, generating 8 lbs. of boost at 3,500 rpm and a screaming 170 horsepower. Only available in two colors, the expensive ($6,600 list price in 1974) 2002 Turbo sold in scant numbers – a total of 1,672 were produced. And since all things special BMW are highly prized in today’s market, you can bet that when 2002 Turbos come to market, those in the know take notice.
So, how is this one a ‘Roll of the Dice’?
Welcome back to ‘Fail Friday’! Today’s vehicle, well, you can probably tell how we got here. Wraps have become all the rage over the last few years and of course with the good, comes the bad. This is the very bad. It’s one thing to pick out a wrap that has the power to blind an entire row of traffic, but it’s another thing to apply it so poorly that you gave up and grabbed the spray paint. This CLK430 Cabriolet for sale in Florida (what a surprise!) was never anything special to begin with but that doesn’t mean you have to literally try your hardest to ruin it. Almost everything on the exterior of this car has been touched to make worse in one way or another. And don’t worry, the inside is as equally as bad!
Model: CLK430 Cabiolet
Engine: 4.3 liter V8
Transmission: 5-speed automatic
Mileage: 60,549 mi
Price: Buy It Now $9,850
“Good condition, normal wear and tear, Brand new tires, New Battery, Top works perfect, Windows and door locks work great, good brakes, I have all the original books, 1-keyfob remote, has spare tire and jack with tools, radio has code on display from dead battery and I am in touch with dealer to get code off radio asap.”
Just wrapped Chrome Holographic by VVivid Vinyl, brand new 19″ wheels and tires, brand new custom GOLD Leather interior, Beautiful CLK430 convertible. Top is dark Blue and works great, 60k miles – just spent $7,000 on items listed to customize this car – you won’t find one like this!!!!!
I’ve been looking at this car the past two days and I’m still trying to figure out what happened.…
My dad’s E46 M3 was by far and away the best car he ever owned (though I guess that’s not saying much, since he mostly owned Fords). It was a convertible and, as a result, the chassis was somewhat compromised – the dash would shake at the slightest provocation from a pothole. Still, it was a great car, mostly because it was such a perfect all-rounder. It was fast, handled like a precision instrument and looked sufficiently aggressive without being too shouty. It was also very practical. If you took it down to the shops to pick up a pint of milk, and resisted the temptation to mash the throttle, it could be a very docile car to drive. But if you did open it up, the sound of that 3.2 liter straight six was pretty incredible. There’s nothing else I’ve heard that’s quite like it. It wasn’t a growl. It was a rasp, a sinister, menacing one. I hope that one day I’ll own one too.
Perspective is an interesting thing. Just a few days ago, I looked at an S6 4.2 Avant – a car that never came to the U.S.. It was certainly potent, with 285 stomping V8 horsepower. Even more potent was the Plus version linked in the article, with enough power to match rivals from Mercedes-Benz and BMW. But here in America, we bemoaned the lack of importation of these models; worse still, Audi’s U.S. lineup went decidedly soft following the discontinuation of the 20V turbocharged inline-5 S6 in 1995. Indeed, another S model wouldn’t appear here until 2000.
But only a half decade after the most potent S-car had launched out of quattro GmbH, Audi gave us a reason to celebrate. The S6 Avant returned to U.S. shores, and it was even more powerful than the Plus model had been. Now with 5V technology, the BBD 4.2 V8 cranked out 340 horsepower. Like the 4.2 sedan we just looked at, the flares were widened and door blades made the stance more aggressive. Special interior details abounded; sport seats and steering wheel (comfort seats were a no-cost option), Alcantara headliner, and carbon fiber trim let the driver know they were at the wheel of a special model. Audi’s signature Avus wheel design appeared in 17″, but uniquely 8″ wide and in lower offset than either the S8 or S4 models’ wheels. The 1BE sport suspension was 20mm lower and 30% stiffer than the standard models. And though it looked like the rest of the subdued, understated early 2000s lineup, the Avant scooted; 0-60 was gone in 6.5 seconds, the standing quarter mile in 14.5, and the S6 could pretty effortlessly brush against its electronically limited 155 mph top speed. Reviews and owners alike chime in with the same song: like the E39 M5, this is a car that does everything, and does everything well.…
“Dinan’s latest work of art, he has not only fixed a car that wasn’t broken but also sought to perfect a car that everyone considers to be as close to perfection as is humanly possible: the BMW M5”, Car and Driver wrote in 2002. Dinan had, at that point, already made a reputation for themselves as the premier BMW tuner in the United States to the point where they became offered straight from the dealer. Considering that’s just occurred for Alpina here, the endorsement of the level of engineering from the California firm was resounding. Yet that is in part because Dinan’s modifications are far from just slapping a badge and some wheels on a car and calling it done. Take, for example the M5 S2.
Dinan took what many considered to be a very highly developed 4.9 liter V8 in the S62 and went old-school to up the power; and up it a lot, he did. There was no supercharger or turbocharging here; revised intake and enlarged velocity stacks were met on the other end with tubular headers and a bespoke exhaust. Each throttle body’s bore was increased, too. These changes required a reflash of the computer, but were both lighter and more powerful. As in 76 horsepower more. That’s the best part of a 20% gain on a motor that many considered to be close to peak performance! Dinan further upgraded the suspension, brakes, wheels, and final drive, along with adding a lighter flywheel. As a result, the new S2 was, well, about 20% better than the already awesome M5. But that perfection cost, and it was more than a 20% increase. A lot more.
On top of the M5’s $73,400, if you wanted a fully spec’d out S2 you’d tack on $36,000 to the price. For that amount, you could have grabbed a nice 330Ci in addition to your standard M5!…
The New Beetle isn’t a car which often featured on these pages. In fact, I can only find three times since we’ve started this site that they’ve come up. Considering that we’ve written up about 1,200 M3s in that same time period, I guess our stance on the Golf-based image car is pretty clear. However, the bones of the New Beetle aren’t really all that bad; based on the Mk.4 chassis, there are plenty of parts available and they’re cheap to buy. They offer a pretty practical hatchback package with some additional style. And, in turbocharged 1.8T form, they even offered a sporty ride.
Introduced in 2002, the Turbo S turned that package up a notch with help from the GTI. Underneath, the AWP-code 1.8T was rated at 180 horsepower at 11.6 lbs of boost, and had matching 173 lb.ft of torque. The transversely-mounted power was channeled through the same 6-speed manual you’d find in VW’s hot hatch and no automatic was available. Volkswagen outfit these cars with standard stability control and loaded them up with Monsoon sound, sunroof, active aerodynamics, leather, aluminum trim, power accessories and keyless entry. They also got special white and black gauges inside and a more pronounced twin-tip exhaust, along with fog lights integrated into new bumper covers. To help manage the speed, Volkswagen’s 1BE lower and stiffer suspension package was fit, along with BBS-made “Delta X” 17″ wheels with 225-45-17 tires. The package was pricey, at nearly $24,000 in 2002 – a not unsubstantial amount, considering that money would get you into the much nicer chassis of the Passat in wagon form at the same time. Unlike the pastel-toned entry colors of the New Beetle, the Turbo S was only available in Black, Silver, Platinum or Red with a total of 5,000 produced. Volkswagen hoped that these sporty changes would re-character the model which had primarily appealed in only one sexual demographic.…
Porsche pioneered turbocharging for the mass market, right?
Well, wrong, as it turns out.
Certainly, when you think Germany, turbocharging, and 1970s, Porsche’s name is intrinsically linked with any associations therein. But it was BMW, not the Stuttgarters, who first brought turbocharging to the German public. Back in 1973, BMW’s fledgling Motorsport division breathed new life into the 2002 by force with the addition of a KKK turbocharger to the Kugelfish-injection M10. Little on the 2002tii motor went untouched, and the result was 170 horsepower and 181 lb.ft of torque. That’s a pittance in today’s numbers, but in 1973? It was pretty outrageous. Consider, for a moment, that the base Corvette at the same time had the L48 5.7 liter V8 cranking out 190 horsepower in a car that weighed the best part of two 2002s.
The Turbo came to market with a penchant for fuel and a high sticker price at a time when the world was on the verge of a oil crisis. Unsurprisingly, it wasn’t much of a market success, and only 1,672 were made for the 1974 and 1975 model years. There were only two colors (Chamonix White, and Polaris Silver Metallic like we see here) and they came fitted standard with 13″ steel wheels. This recipe would be the basis for some later, greater sleepers from BMW, including the M5: