Although the United States is one of the most important market for its sales, the 944S2 is a case where a majority of the cars sold were “Rest of World” examples. Total S2 production was 19,945 units, and of those about 6,036 came to North America. When you compare that to the 944 Turbo, 25,107 were built with 14,235 sold in the United States alone. Typically, the European versions of the 80s cars we look at had more power, but that was not the case for the S2. The M44.41 was a world engine, meaning it was only available with catalyst and rated at 207 horsepower (211 according to Porsche, although that’s the motor’s PS rating rather than HP). So what did a “ROW” 944S2 get you? Well, the shorter and lighter rear bumper treatment for one, side indicators just ahead of the rub strips, and in front you got integrated dual fog lights/driving lights rather than the fog/dummy setup on U.S. cars. In the case of this particular ’89, you also got the option for a really neat Studio cloth interior:
As ’80s-All-Things-M-Mania’ has continued, getting into a clean E28 M5 is increasingly difficult – and expensive. Decently clean original M5s now start around $30,000 and can head up from there, with really exceptional examples selling for $50,000 or more. Didn’t this used to be the “cheap” M? Those days have passed and don’t show signs of returning soon.
What’s an enthusiast to do? Well, you could build your own. It’s not cheap or easy, but hey – if you’re in it to win it, why not see if you can source all the parts yourself? Or (and this is a much better option…) you buy one that has already been converted to M-specs. To maximize your investment, look for one with a rare set of parts attached, and preferably in European guise. Luckily, today we don’t have to look too far:
What is the price for rarity? As I’ve mentioned in previous posts, enthusiasts will sometimes go to extremes to have something just a bit different than the norm. Take today’s Golf. Like the 1989 Volkswagen GTI I looked at a few weeks ago, something odd will stick out to the brand faithful that will probably go unnoticed by nearly everyone else. First off, for the U.S. market, the VR6 was limited to the GTI range. This looks like a GTI with the dual chamber headlights and foglights, VR6 badges and BBS wheels. But another minor detail then rears its head – or, in this case, rears its doors. That’s right, this is a 5-door Golf VR6 from Europe. Look closer and you’ll notice items such as the textured flares, deeper chin spoiler and fender mounted directionals that differentiate ROW A3s. So what will getting into this rare-to-see VW cost you today?
Update 7/19/18: Bidding hit $35,000 on this Quattro in June but failed to hit reserve. It’s back up with bids currently at $25,000 with two days to go. Will it clear reserve this time?
Quattros have been a hot commodity in the marketplace over the past year, and speculation coupled with their low numbers continues to drive prices up. This is especially true of cars that arrive to market in good to excellent condition with few needs since the pool of those candidates is remarkably small.
How much speculation? Cars that traded in the teens less than five years ago are suddenly – and regularly – hitting close to $50,000. A really pristine example hit $81,400 in January. And, the last time we saw a Quattro is was a desirable ’85 with some good modifications. Bids had rocketed past $35,000 before the auction was pulled because of a private sale.
Pretty much every time a Quattro comes up for sale, it’s worth a look. This one, at least on the surface, looks pretty great – so where does it fall in the market? Welcome to the ‘new norm’:
Update 7/3/18: After not selling for the nearly $10,000 asking price last week, the seller has dropped the ask to a much more reasonable $5,995 today.
Generally, when one goes through the trouble of importing a car, that car is something really special; a car which otherwise didn’t come here. But occasionally a strange one sneaks through and leaves me scratching my head. Case in point? Today’s 1989 GTI.
Surely, if you want a Mk.2 GTI you’re not without options. Granted, they’re harder to find than other 80s performance icons – especially in original configuration – but then I’ve just covered a string of affordable examples with a ’85, a ’86, and a ’89 16V all quite reasonably priced well below $5,000. Since importation fees alone can eat up most of the sale price of those examples, you’d have to want to bring in a Mk.2 that wasn’t seen here – a Rallye, G60, Limited or Country, for example.
So what have we here? A standard 1.8 GTI, albeit with a few small twists:
That’s what the “Z” in the roadster/coupe lineup of BMW stands for, and it’s hard not to look at the 1990 BMW Z1 and not see a futuristic Roadster. Based upon, and sold alongside, the E30 BMW, the underpinnings weren’t revolutionary, but the shape sure was. Highlighted by its resin body with guillotine doors, roughly 8,000 of these unique visions of the future were produced by BMW. So thorough was the exterior change, little connection of the E30 base can immediately be seen. Never officially imported to the United States, there are nonetheless several cruising around (by cruising around, I mean mostly being offered for sale for outrageous prices). Today’s signature Urgrün (Original Green) Z1 has only 10,500 miles since new, so is this one equally unaffordable?
A fair chunk of the collector world shrugs their shoulders when an Audi rolls by. There are some exceptions, obviously; the Quattro and Sport Quattro have gained notoriety, and of course because it was touched by Stuttgart, the RS2 still has some serious street cred.
Pull up in this RS4, though, and most would have a tough time telling it apart from the 1.8T with vape clouds billowing from the windows. Their dismissal would be unfortunate, because the B5 RS4 is a serious machine. Quattro GmbH turned to corporate partner Cosworth Engineering to modify the 2.7 liter V6 twin-turbo, and the result was pretty astonishing for 2000: 375 horsepower in a manual wagon! Audi’s skunkwork quattro GmbH then gave the car a fitting set of modifications, from a unique interior with Recaro seats to wider track and flares – and, of course, the gaping guppy lower grills. Produced in low numbers, it’s even more rare to see in the United States since none were imported here originally.
Yet a few individuals have gone through the effort of Federalizing their RS4, and when they come up for sale it’s cause for a celebration!
About a month ago I checked out a really nice and really gold 1984 Mercedes-Benz 500SEC. That was a European-spec car with all the nice upgrades over the North American-spec’d cars at the time but as you might have guessed, carried a hefty price tag at $35,000. Today, we have another C126 that wasn’t originally destined for American in a 1990 560SEC. This car comes to California from Japan in a non-factory paint color and some other interesting touches. The price? Probably not as high as you might guess.
I was in Stuttgart in 1998 when what I thought was someone’s version of a good joke rolled by me. It was a dark green Mk.2 Golf; not particularly abnormal since they were still mostly less than a decade old and Germans notoriously care for their cars better than most other nations. However, it was about a half-foot taller than it should have been, equipped with some cool looking Speedline wheels, brush guards and a spare tire mounted to the rear. Germans have an odd sense of humor, so it seemed to fit that this was one mullet short of a Hasselhoff Fan Club. I had no idea that I was looking at a factory model; remember, this was in the infancy of the internet and as an American, knowledge of every single European model of the Mk.2 was hard to come by. But the “Country” graphic scrolled down the side gave me a clue, and after some research I found out that this was more than just a one-off.
Though the idea sounds simple enough since parent company Audi had an all-wheel drive system that was ever so popular, mounting that longitudinal transmission and drivetrain into the transverse engine Golf was impossible. Instead, Volkswagen contracted Steyr-Daimler-Puch to design a viscous coupling setup for the Golf with a new independent suspended rear. Like the contemporary Quantum (Passat) and Vanagon setups, it was dubbed “Syncro”, though outside of all-wheels being driven the three systems shared almost nothing.
The result was a few fan-favorite models. Performance types love the Quattro-inspired Golf Rallye, Golf G60 Syncro and Golf Limited models. But undoubtedly the most recognizable Golf to wear the Syncro badge was the jacked-up Golf Country. Utilizing an already heavily modified Golf Syncro, Daimler-Steyr-Puch installed some 438 unique pieces to create the light offroading Golf way before the Outback was conquered by Subaru. Since new, they’ve always commanded a premium and have been the object of lust for American Volkswagen fans who like to do things just a bit different. Now legal for import, they’re popping up time to time:
Audi’s interesting sales plan of S-cars in the early 2000s was, for U.S. fans, both good and disappointing at the same time. Mega models like the RS4 continued to be withheld from this side of the Atlantic just as the S2, RS2 and S6 Plus had been. The new generation of V8 powered S cars had yet to arrive, too; movies teased us of the slithering, nitrous oxide-boosted battering ram S8, and though the C5 chassis now sported the V8 in 2000, we had yet to see the S6.
But there were bright points. The B5 S4 was available as a sedan or Avant here, for the first time, in 2001 the flagship S8 arrived and after a wait until 2002, the S6 arrived in Avant form. And, only in Avant form, and only in automatic. You could complain about that for sure, but then the introduction at long last of an RS model – the twin-turbocharged RS6 – assuaged the loss of the regular S6 sedan for nearly everyone.
Once in a while, though, a S6 sedan pops up on this side of the Atlantic: