Let’s pretend for a second that you’ve been living under a rock for the past few years. Welcome back! Donald Trump is President of the United States, the Cubbies won the World Series and Kanye West has alienated the 50% of America that you wouldn’t have expected him to. A Castro is no longer in charge in Cuba, Facebook sells your information to make money and if Bill Cosby offers you a Jello pudding pop, I’d be suspicious.
While we’re on recent trends, have you checked out the pricing on Z3 Ms lately?
What used to be the cheapest foray into one of the most polarizing designs offered by BMW in modern times has become a cult classic and increasingly expensive, especially in Coupe form. But select the right options on a Roadster, and the price will still shock you. Take today’s, for example. Produced in August 2001, it’s a later example and that means something special is under the hood. That’s right, it’s a S54 cranking out 321 horsepower. Only ~1,600 were produced with that motor for North America, so that makes it pretty special. More special is the color; in total, only 39 E36/7 M Roadsters were specified in Phoenix Yellow Metallic. This is one of fourteen PYM/Black Nappa produced for 2001. As if that wasn’t outstanding enough, this particular M Roadster has turned only 19,760 miles since new. Guesses on the price?
I give Audi a lot of credit for bringing the R8 to market. It took a fair amount of gall for a company best known for mid-range all-wheel drive luxury sedans to up and produce a supercar-beating mid-engine road car capable of being used year-round and every day. It’s a feat nearly without precedent. Of course, I said “nearly”.
That’s because BMW pulled off a similar trick the best part of thirty years before Audi did it. And arguably the development of what would become BMW’s fledgling Motorsports division was even more impressive than what Ingolstadt pulled off. The M1 burst onto the scene at a time of economic austerity, global oil crises and came from a company who not only didn’t have a history of producing such cars, but didn’t have connections to others who did (unlike Audi’s corporate Lamborghini partnership).
Speaking of Lamborghini, because of BMW’s lack of expertise in supercar design it was the Sant’Agata firm that was employed to produce the M1. But because of Lamborghini’s lack of expertise at being…well, a company capable of producing something on a schedule, BMW engineers had to first liberate the early molds from Italy and then find someone who could produce the car. Ultimately, it was a combination of ItalDesign in Turin, Marchesi metal working in Modena to build the frames and Karosserie Baur in Stuttgart that stuck the M1 together. Though it doesn’t exactly sound like a match made in heaven, and indeed the M1 was a relative sales flop, it has nonetheless grown to cult status as one of the most user-friendly supercars of the late 1970s:
Update 4/14/18: After not selling last year for $7,300, this beautiful E12 is back up for $9,000 Buy It Now this Spring. Will Amazonitgrün Metallic be not only the sign of warmer temps, but also more money?
This probably seems strange at first, but to me this 1977 BMW 525 is the perfect counterpoint to yesterday’s Jetta. Like the Jetta, this Euro-specification 525 is on the low-end of the totem pole in the production scale of even the early E12 5-series. Granted, the introduction of the M30 into the E12 did up the power over the early E10 4-cylinder models; however, in 1977 this M30B25 produced 145 non-fuel injected horsepower – only 15 more than the 520i. The early 5s didn’t have much in terms of luxuries that we’ve come to associate with the benchmark sedan, either – they were fairly basic. But just like yesterday’s Jetta, this 525 located in Bulgaria is worth a long look because of the beautiful condition, which is enough to draw you back to a more simple time:
Want a special, great looking 7-series but don’t want to drop new car money? There are plenty of options outside of the Alpina we saw yesterday. Take for example today’s 2001 Highline model.
The E38 was already pretty special, but on the 740iL you could opt for the Highline package for an additional $3,000 over the $66,400 base price. The package came in two colors; Orinoco (Green) Metallic or Midnight Blue Metallic. Each came with a special interiors: Nappa leather in Ecru with either English Green or Marine Blue piping with matching doors and seat backs, as well as special colored carpets and dashboard to match the exterior. Dynamically there were no differences; under the hood was the normal M62/TU found in other 740s, but boy was the color combination pretty – and like most 7s of this generation, they’ve become quite affordable:
Update 7/8/18: The seller has dropped the price from the original $29,000 ask to $24,900 today.
I’ve shown in several recent Alpina posts that you really need to watch what you’re buying. As it’s still possible to get all of the parts from Alpinas and even replica dash plaques can be forged, it’s the details that help to establish that you’re barking up the right tree.
The last E32 Alpina we looked at was the replica B12 5.0. While it looked the part and featured correct Alpina parts, it was not an original build – something that makes a difference in the pricing. Yet that didn’t slow down bids the second time around, as a slick picture gallery and glaring omission that it was a later build from parts netted a $23,600 sale. For a non-original E32, that was seriously strong bidding. For example, we had featured a real B12 5.0 with very low mileage in pristine condition for $29,900 in 2016.
Today we have another E32, but this time it’s the lower-spec B11 with the M30-derived 3.5 liter inline-6. Looks wise, there’s little to differentiate these two models. While the E30, E28 and E34 models usually steal the headlines, I absolutely love the brutish look of the even larger 7 adorned with the signature Alpina treatment. So is this B11 the real deal, and is it a better deal?
Newer cars are, in general, not the subject of this page. I can walk down to any dealership just like anyone else, and provided I have a pulse, probably walk out with financing for most mid-range cars regardless of whether or not I could actually afford them. Indeed, easy credit has led to the proliferation of many of our favorite brands and cars to the point where most don’t feel all that special anymore. That $2,500 Jetta, for example, is much more rare to see today in that condition – or, at all, truthfully – compared to a new M car.
So all modern cars aren’t really all that exciting? That’s far from the truth, too, as there are many special examples that float by our feed. So while the F10 M5 isn’t a model often featured, it’s probably our loss for not doing so. It’s also easy to forget that even though it feels pretty new, the F10 has been out of production for 2 years and the earliest examples are now 7 years old. Plus, as most M5s do, the entry price point on the antiquated models has dropped considerably compared to their original MSRP, while their performance is still contemporaneous to today’s cars.
The S63B44T0 found under the hood of this particular example was good for 550 plus horsepower; not much more than the model it replaced with that wicked V10. But torque? That’s another matter. While the S85 cranked out an impressive 380 lb.ft at 6,100 rpms, the two turbos tacked onto the S63 V8 produced 500 lb.ft of torque with a curve as flat as the Salt Lake from 1,500 rpms through over 5,000. That massive power could be channeled through a manual gearbox, and it could also be outfit from BMW’s Individual arm. These are the most fun to see, albeit very rarely do they come up for sale:
Just last night, a friend informed me he had “acquired an older BMW”.
“Willingly?”, I asked. He affirmed he had contractually agreed to this life changing experience. “What model?”, I furthered.
Now, supportive friend Carter probably should have nodded in approval. After all, the Z3 is great value for the money. They’re cheap to buy, cheap to maintain, and fun to drive. But what actually came out of my mouth was laughter. Not maniacal laughter, mind you, but just the uncontrollable mocking type that you immediately feel a bit bad about. Hoping to redeem the situation a bit, I prodded “Six cylinder…?” Nope. 4. I contained further laughter at this point, but I was grasping for straws. Meekly, I ventured “…..manual….?” hoping for some affirmation. “YES!” he happily retorted, glad to finally confirm a question of mine.
It’s actually a nice car, and it’s in great shape, and he paid almost nothing for it. But from the same period, BMW had some other affordable, fun to drive and even more potent options for enthusiasts. Take, for example, the M3 Sedan. Like the Z3, it was rear drive. Like the Z3, it has a manual, and they share some achitecture. But while the Roadster has a bit of a stigma that results in enthusiasts’ dismissal, the M3/4/5 has developed into a legend in its own right. Damn the fact that it didn’t have the more exotic Euro motor, if you want a cheap and pure driver’s car while still being able to comfortably transport 4 adults, they don’t come much better than this platform:
Last week’s M5 was a bit of a roll of the dice. While it was claimed to be low mileage and all original, it had undergone some modification and wasn’t in the best condition. Little was disclosed about the running condition of the motor. Worse, there was an undisclosed gaff in the history – it appeared that the odometer had been replaced at some point, and it certainly looked like the car might have more than the mileage claimed when you looked around it.
Here, we have the opposite. While that M5 was all go and less show, the E28 M535i is the appearance package incarnate; all the M-Tech bits are really just for looks here. Still, it’s a very appealing model. This M535i appears to be well documented, fully serviced, and in great shape. I’m also glad to see that it’s a shade other than black. The Arktisblau Metallic paint shines well, mileage is lower, the original and unique TRX wheels are sporting newer Michelins, the M-Tech body kit is all in place, and the interior condition is very good. What’s not to like?
Since the 1990s, the proliferation of each premium marque’s “special” brands has become dizzying, and for enthusiasts it seems as though they’ve continuously diluted the performance options in favor of profits. From S-Line to AMG to perhaps the biggest offender, BMW’s M division, companies are badge slapping-happy when it comes to sticking a bigger set of wheels, some special trim and maybe, if you’re lucky, a few extra ponies. And on the surface, this 335d would seem to fit that description perfectly. After all, how could you possibly compare the diesel to that sonorous M3’s S65 V8 that cranks out over 400 horsepower and 300 lb.ft of torque with a 8,400 RPM redline? Pull up to a redlight next to one in this 335d, and the snickering owner would undoubtedly be laughing at the ‘M-Sport’ option package you ticked off. Because you’d think there would be absolutely no way that diesel would produce equal power to the M3.
You’d be right. The M57 under the hood of the 335D doesn’t produce as much horsepower as the M3, at least not in stock form. But torque? It produces more. A lot more.
Starting at a leisurely 2,000 rpms, the twin turbochargers augmenting the inline-6 spool up to a mountain of power. In stock form, the 335d cranked out 428 lb.ft of torque. In fact, it’s so much torque that gets used on a regular basis that the first person I met who had one had already consumed a transfer case on his X-Drive model, and he’s not alone. Being a turbocharged model, it was also quite easy and possible to turn up the wick, such as has been done to today’s Feature Listing. The result? The seller claims 410 horsepower, 650 lb.ft of torque, and yet this classy 4-door can still return 35 mpg. Try that in a M3:
The M5 might not have been the original super sedan. It wasn’t even the first hot 5-series. But just like the GTI is synonymous with the hot-hatch segment, the M5 became the standard by which all other super-sedans were judged the moment it rolled onto the scene in 1985. Power seemed other-worldly; 280 plus horsepower from the race-derived M88/3 hunkered down with beefy suspension upgrades and huge (for the time) alloy wheels linked with a limited-slip differential. At a time when “fast” cars had 180 horsepower, BMW’s first M-offering in the sedan range might as well have been a space ship.
BMW promised limited production for the U.S. market, too – and, indeed, only 1,200 were produced for the U.S. with the slightly de-tuned S38. Unfortunately, that was 700 more than BMW had promised to make, and that led to a lawsuit. It also wasn’t very long before the M5’s power reign was eclipsed; first by its replacement E34 model, then by the whole range of new V8 models emerging on the market, from the 1992 Audi V8 quattro to the 500E. Values quickly fell as these old-looking (even when new) boxy rockets fell out of favor, and they remained there for quite some time.
But recently there’s grown a much greater appreciation for all things 80s M, and though the E30 has grabbed the headlines as the market star, outside of the M1 it is the E28 M5 that was brought here in fewest numbers. Even fewer have survived, and finding clean, lower mile examples can be tough. It can also be very, very expensive – Enthusiast Auto Group currently has four great ones on offer, but the lack of listed prices is an indication of some of the market volatility. Hagerty now values condition 1 cars at $98,000, and even poor examples are quite pricey. So is there room in the budget to improve upon one that’s listed at a bargain rate?