Feature Listing: 1986 Mercedes-Benz 190E 2.3-16

Feature Listing: 1986 Mercedes-Benz 190E 2.3-16

Creating the W201 series was a monumental undertaking for Daimler-Benz. Design and prototyping ran through the early days of the 1980s as the company spent 2,000,000,000 DM in development costs for the small chassis to compete against the 3-series. This amount included construction of a new factory in Bremen to help produce the W201. Bruno Sacco, head of Mercedes-Benz styling in the late 1970s and early 1980s, created a compact rendering of the S-class formula which worked well. The chassis brought new refinement to the small executive market, with multi-link independent rear suspension and anti-dive front suspension, along with increased levels of sound deadening and lower wind noise from the aerodynamic design.

Mercedes-Benz wasted little time demonstrating that the new “Baby Benz” was, indeed, worthy of the three-pointed star. The culture within the engineering department was still very much funded with an open checkbook, so no stone was left unturned to created a sedan of unparalleled quality and without compromise. To prove this point, shortly after its introduction Daimler-Benz took three of the newly launched, high-performance 190E 2.3-16 variant to the Nardo test track in Italy. At a time when not many family sedans were able to exceed much more than 110 mph, the diminutive Benz topped 150. But it wasn’t just for a moment; over ten days, the W201s lapped Nardo at a fevered pace, conquering world records in distance over time. First fell the 25,000 km World Record time, then the 25,000 mile one. Ultimately, along with a slew of class records, the 190E 2.3-16s averaged 154 mph for 31,000 miles – yet still returned over 10 mpg.

That achievement signaled the launch of a new level of small sedan performance which soon would be met with improved models from BMW and other marques. And while those subsequent models would go on to be more famous on the race track, the 190E made its mark nonetheless.…

Feature Listing: 2006 Porsche Cayman S

Feature Listing: 2006 Porsche Cayman S

I sometimes feel I am neglectful of the Porsche Cayman. I write almost exclusively about Porsches and it turns out equally exclusively about the 911. This is by choice, not necessarily by design. The Cayman is (in relative terms) the new kid on the block for Porsche so it doesn’t always possess the sort of historicity that remains rooted in my brain. In simpler terms: these were not the Porsches that captivated me as a kid; not the Porsches that I saw on posters and dreamed about. All of this may be to my loss.

The Cayman is a fantastic car possessing inherently better dynamic balance than its much more well known sibling, the 911. Porsche has been oft criticized for holding the Cayman back, portrayed as fearful that it would overtake their beloved 911, but that doesn’t make the Cayman a family sedan. Impeccable balance, impeccable feel, and still plenty of power for everyday use characterize the chassis. In S specification with a 6-speed manual transmission you’re getting nearly 300 horses propelling a car weighing just over 3,000 pounds. That’s good for 0-60 in around 5 seconds and should you so desire you’ll top out north of 170 mph – not too shabby. There really is a lot to love with these cars and here we have one that comes from the very beginning: an Indischrot 2006 Porsche Cayman S with Sand Beige leather interior and just 31,000 miles on it.

CLICK FOR DETAILS: 2006 Porsche Cayman S at Eurowerkz

Feature Listing: 2006 BMW 330xi

Feature Listing: 2006 BMW 330xi

Although BMW finally equalized the all-wheel drive advantage of its rival Audi as early as the E30, it would take a few generations for the company to offer a truly potent variant of the small four season executive sedan. But when it finally got around to it with the E90, it was a great package. Although the E46 was a hard act to follow, the Bavarians stepped up with an all new 330 model. Now powered by the N52B30 rated at 255 horsepower, it packed even more punch than the outgoing E46. And like its predecessor, the top-of-the-range 330 could be selected with BMW’s constantly variable x-drive all-wheel drive system.

Utilizing a central multi-plate clutch and many computers to monitor vehicle and wheel speed, steering input and throttle/braking, the intelligent all-wheel drive system took the guess work out of poor weather situations. But it was far from the only trick item in the 330’s arsenal. The N52, one of the last developments of the naturally aspirated inline-6 that had been the anchor of the BMW lineup for decades, was a truly special unit. The block was cast from magnesium with an aluminum core. Variable valve timing for both cams meant a guttural screaming at up to 7,000 rpm, yet it was able to return over 30 mpg on the highway. It’s a mind-blowing type of motor that’s just good in every situation and sounds great, too. While the change to the new square dashboard was less driver-oriented, the E90 packed serious computing power beneath its Swiss chalet look; a minimalist design with high quality materials that has stood the test of time well.

Of course, the most desirable of these models were the sport package equipped examples. And, of those, the manual transmission option is the one to get. Welcome, everyone, to just that car:…

Feature Listing Double Take: Kachel Motor Company’s 2006 Porsche Cayman S and 2007 Cayman S 3.8

Feature Listing Double Take: Kachel Motor Company’s 2006 Porsche Cayman S and 2007 Cayman S 3.8

While the Porsche 986 Boxster might have been the car that saved Porsche with its massive popularity, the 987-derived Cayman was what made the mid-engine design popular with track enthusiasts. Especially in more potent “S” form, the Cayman is a giant killer with sublime vehicle dynamics and plenty of punch even without a turbo. The 987 refresh in 2005 fixed many of the perceived visual faults of the 986 Boxster design with a slant towards a more aggressive look. The Coupe added a smooth, flowing hatchback line to the 997-inspired exterior, creating a lightweight, 7/8ths scale mid-engine 911. That it was less expensive than the traditional flat-6 lineup didn’t hurt, either. It was, and remains, a hit.

It was no surprise then that immediately these Caymans became popular with track enthusiasts and racers alike, spawning their own race series in the PCA. But you don’t need to fork over $100,000 for one of the rare Napleton Interseries cars to have a lot of fun at the track, as Kachel Motor Company proves with this duo of Cayman S racers:

CLICK FOR DETAILS: 2006 Porsche Cayman S on Panjo

Feature Listing: 1981 Alpina B7 Turbo

Feature Listing: 1981 Alpina B7 Turbo

“If you’re looking at this ad, you know what it is. Yes, this is the real deal.”

It was a simple, straightforward solution – but its effect was profound. By adding a KKK K27 turbocharger to BMW’s M30 inline-6, Alpina made quite a splash and firmly cemented its name in the hallowed halls of the ‘World’s Best Tuners’. The result of that marriage coupled with adjustable boost, an intercooler and special injection was 300 horsepower and 340 lb.ft of torque – in 1978! Even the much lauded and celebrated Porsche 911 Turbo Carrera had less power from more displacement; the 3.3 turbo flat-6 produced 265 horsepower and 291 lb.ft of torque. If the Porsche 911 Turbo was a supercar killer, the B7 Turbo was a 4-door 911 assassin. The Alpina was the real deal, and ever since then they’ve been at the sharp end of the world’s fastest sedans.

Beyond just looks, the Buchloe firm of course added signature deep chin and pronounced trunk spoilers. Large (for the period) 16″ alloy wheels wore 225 section tires in the rear to help transfer that power, while specially specified Bilstein shocks were mated with stiffened and lowered Alpina-spec springs and sway bars. Inside, Sheel seats were outfit with Alpina’s beautiful striping, while extra gauge pods read out critical engine performance measures.

A total of 149 of these sedans were produced, each in a slightly different and unique specification with numbered dash plaques. This example, #209, was specified in Sapphire Blue Metallic with Alpina’s bespoke cloth:

CLICK FOR DETAILS: 1981 Alpina B7 Turbo on Seattle Craigslist

Feature Listing: 1995 BMW M3

Feature Listing: 1995 BMW M3

The U.S. version of the E36 chassis Motorsport offering has steadily begun to emerge from its “also ran” position in the category of favored M products. It has languished in value since the introduction of its replacement, the wildly popular and more aggressive E46 M3. Long derided for being a bit too cost-conscience of BMW, the reality is that the car that came to the U.S. might have been a bit better.

Yes, I just said that.

It is true that the North American M3 made due with a less powerful and certainly much less exotic motor. The U.S. S50, based upon the 325i’s M50, displaced the same 3 liters as the European S50B30, but the two differed in nearly all other aspects. Only items like the oil filter are shared between the models; in Euro guise, the engine sang with individual throttle bodies. The engine also sported the trick continuously variable VANOS system to optimize performance. After finally being convinced to bring the second generation M3 to North America, the news came down that the western-bound motor would be less exotic; static VANOS, lower compression, and no individual throttle bodies.

Frustrated though enthusiasts may have been to not be getting the “true” model, many were just happy it was coming here at all. But the amazing thing was what the USA motor offered. At 240 horsepower, it was indeed 46 down on the European cousin. Yet other numbers told a different story; torque was nearly the same between the two, as was weight, and the real advantage of the Euro motor was only quite high in the rev range. That meant acceleration in the real world was effectively identical between Euro and USA models. Sure, you lost a bit of top speed – but where in the U.S. were you hitting 155, anyway?…

Feature Listing: 1981 BMW 745i Turbo with 31,700 Miles

Feature Listing: 1981 BMW 745i Turbo with 31,700 Miles

To go up against the established Alpha executive from Germany – the S-Class Mercedes-Benz – BMW’s engineers had to think outside of the box. It wasn’t simply good enough to mimic the go-to large luxury sedan. They’d have to outperform it, to be better than Stuttgart’s best. That was a tall order for the Munich firm, since its last truly large sedans were the 501/2 series cars; the Baroque Angels of the early 1950s. Though they launched at roughly the same time as BMW’s microcar craze, they were really holdovers from another era. The same wouldn’t work in the late 1970s, but primed with the success of their 5- and 6-series models, BMW was ready to face the challenge.

Though the E3 had offered a sizeable sedan, the new E23 really stretched BMW’s platforms. The new 7-seres was 6 inches longer overall, most of which fell in a longer wheelbase versus the E3. It was also wider by a few inches and lower, too. Paul Bracq again provided the styling and it was nothing surprising; it carried the torch of many of the design elements of the 3-, 5- and 6-series cars, and that certainly wasn’t a bad thing. But what BMW hoped would help to set it apart from the competition was technology and performance, along with a high-level of material quality in the cabin. Options included Buffalo leather, an on-board computer system, anti-lock brakes, heated and reclining power seats front and rear, and even an airbag late in the run; standard fare today, but way ahead of the curve in the late 1970s and early 1980s. BMW matched this technology with a thoroughly modern driver-oriented cockpit which made the W116 Mercedes-Benz competition feel immediately antiquated.

Where the E23 really established itself, though, was in keeping with the “driving machine” motto of the company.…

Feature Listing: 1993 Mercedes-Benz 500E

Feature Listing: 1993 Mercedes-Benz 500E

The term “Q-ship” is an antiquated phrase dating from the WWII era. Originally used to refer to merchant ships carrying concealed weaponry, among car enthusiasts it’s been repurposed to describe fast, brawny, and exotic sedans that hide their performance beneath conservatively styled exteriors. German manufacturers excel at producing these kinds of cars, and while the E28 M5 might have been the OG “wolf in sheep’s clothing,” the 500E may be the more interesting. The product of a collaboration between Mercedes-Benz and Porsche, and based on the confidence-inspiring W124 chassis, it got a 5.0 liter V8 motor making 326 hp, beefier brakes taken from the R129 SL, upgraded suspension, a wider track and Recaro bucket seats. The saga of assembly of these beasts was a heroic undertaking; Porsche had the capacity on its dormant 959 production line, so a deal was struck where bare chassis were loaded at Daimler-Benz in Unterturkheim and shipped across town to Porsche in Zuffenhausen. There, the revised and widened fenders were mated with the R129 500SL 16-inch wheels and brakes. Porsche also installed the all-aluminum V8. Mercedes-Benz then repatriated the partially complete cars to paint them, but Porsche completed finally assembly. Around 10,000 were completed in this back-and-forth manner.

Sold between 1991 and 1994/5, the 500E could make the 0-60 MPH dash in under 6 seconds and topped out at a limited 155 MPH. Those were very respectable numbers for the time, especially given the size of the car. From the outside, the 500E was virtually indistinguishable from an ordinary W124, the flared fenders and slightly lower stance being the only tell-tale signs.

Year: 1993
Model: 500E
Engine: 5.0 liter V8
Transmission: 4-speed automatic
Mileage: 66,300 mi
Price: $39,500

1993 Mercedes-Benz 500E, 66,629 Original Miles, 4 Owners From New, Perfect Running Condition

VIN: WDBEA36E4PB886196

This 1993 500E is fantastic example of one of the most important Mercedes Benz models produced and represents an era of collaboration between Mercedes-Benz and Porsche cars that will never be seen again.

Feature Listing: 1965 NSU Spider

Feature Listing: 1965 NSU Spider

While Porsche’s upstart 356 and the breathtaking Mercedes-Benz 300SL were Germany’s first real post-War sports cars, they weren’t the only attempt to capitalize on the economic recovery. But far from being just a recovery, West Germany’s “Wirtschaftswunder” – economic miracle – aided by the Marshall Plan and a focus on strengthening the border states of the ‘Iron Curtain’ meant that capitalism manifested itself in new ways. Cashing in on a re-emerging middle class with newfound wealth and prosperity, companies like BMW and Volkswagen launched new sportier versions of their small, economical sedans. The 700 Coupe and Karmann Ghia, launched in 1959 and 1955 respectively, might not have had the power of Porsche or the Gullwing, but still brought sport and style to a much larger market. Both designs utilized existing technology to create a rear-drive, rear-engine two-seater that still was budget friendly.

However, they weren’t alone in the market. Auto Union’s main production lines in Chemnitz lay firmly in Soviet control, so it was the DKW brand which shouldered the responsibility of rebuilding the company. That would bear the 1000SP in the late 1950s – a lovely, but not particularly sporty, personal coupe and convertible. Prior to its merger with the Volkswagen Group in 1969, though, NSU – a firm more known for its pre-War motorcycles – had ventured into small sports cars. The result was the legendary Prinz and TT models; small, efficient, fun to drive rear-engine sedans. NSU branched out in 1964 and offered the world’s first rotary-powered limited production convertible in an attempt to ascertain if the technology was applicable to normal production. With technically a mid-rear design, it was a revolutionary alternative to the BMW 700:

CLICK FOR DETAILS: 1965 NSU Spider on San Diego Craigslist

Feature Listing: 2000 Audi S4

Feature Listing: 2000 Audi S4

Circuit Paul Armagnac probably isn’t a name which is familiar with you. It’s not even a particularly famous race track, if I’m honest. But the city where that track is located will be suddenly make sense in the context of this post – Nogaro, France. It was the name of that small city in Southwestern France that was made famous when it replaced the moniker “RS Blue” in Audi’s go-faster lineup. The result was a color synonymous with speed, though few fans of the shade know the origination of the name. Blue was, of course, the racing color of France, so in a departure from the typical country-color orientation, Audi popped the obscure name onto its purpley-blue missiles starting with the B5.

That the tone had previously been assigned only to Audi’s skunkwork quattro GmbH (recently renamed Audi Sport) S6 Plus and RS2 was an indication of the sporting potential of the new S4. Power came from not one, but two KKK turbochargers feeding a 250 horsepower 2.7 liter V6. That power was delivered via a 6-speed manual transmission through all four wheels utilizing a center Torsen differential and rear electronic locking unit. Though the new S4 was neither the first fast Audi nor the first to wear the “S4” badge, it was a departure in that it was the company’s first attempt to really take on the M3 head-to-head. It was comfortable, quiet, and quick in all conditions, and while it may not have been a huge threat to BMWs on the track, in the real world the S4 was arguably a superior car:

CLICK FOR DETAILS: 2000 Audi S4 on eBay

Feature Listing: 2007 Mercedes-Benz S600

Feature Listing: 2007 Mercedes-Benz S600

s6001

“It’s more than just a car, it’s a glimpse into the future”. That’s what Jeremy Clarkson said about the W221 S-Class when he first drove one back in 2006. He wasn’t lying. The S-Class has always been the peek into what’s to come for regular consumer cars 10 years later. Options like Brake Assist, Active Blind Spot Assist and a list of other things were standard in the S-Class in 2007 are now part of the marketing campaign touting such features for companies like Subaru. Now if you wanted all these futuristic tech in your car and wanted it paired to a twin-turbo V12 just because…well, why not, you look no further than the S600.

CLICK FOR DETAILS: 2007 Mercedes-Benz S600 on eBay

Feature Listing: 2006 Mercedes-Benz S65 AMG

Feature Listing: 2006 Mercedes-Benz S65 AMG

Bonkers.

That’s what the engineers at Mercedes-Benz went on the W220, apparently. They were not content with already have a very potent sedan in the supercharged S55 AMG (which featured the same supercharged M113 as yesterday’s E55 by the end of the run, but kicked up to 493 horsepower) or the ultra-luxurious S600 that had a 5.5 liter twin-turbocharged V12 that made the same horsepower as the S55 but even a bit more torque.

So, they combined them in 2005.

The result was the S65 AMG, which with the punched out M275-AMG 6.0 liter twin-turbocharged V12 produced a simply outlandish 604 horsepower and 738 lb.ft of torque. That was enough to propel this 5,000 pound sedan from 0-60 in 4.2 seconds. And while that sounds really quick (and IS really quick), that was not where the S65 excelled at accelerating. It was really on the fly that the numbers started to tumble as the speedometer rose; a quarter mile was dispatched in 12 seconds. No fancy launch program, no trick dual-clutch gearbox, not even really enough tire to transfer that power to the road despite the massive 275-35-19 treads in the rear. This was just pure, unadulterated Victorian-era power. The real number that stands out isn’t the top speed, because like all other sensible German sedans from the time period it was maxed at 155 m.p.h., but how quickly it got there: 21 seconds – 2.3 seconds ahead of a Ferrari 575. If you’re counting, that was about the same amount of time it took an early 1980s Volkswagen diesel to hit 60. And you were able to achieve this speed in what was effectively a modern Swiss chalet, comfortable, quiet and full of all the modern technical features you’d expect from the automotive equivalent of a Brookstone catalogue. But it was expensive, topping $180,000 before the few options you could select – yet today, these physics-defying super executives can be purchased by mere mortals:

CLICK FOR DETAILS: 2006 Mercedes-Benz S65 AMG on eBay

Feature Listing: 2003 Mercedes-Benz E55 AMG

Feature Listing: 2003 Mercedes-Benz E55 AMG

The W124 500E/E500 was a tough act to follow, but Mercedes-Benz stepped up to the plate well with the new AMG collaboration W210 E55 AMG. The M113 power plant generated an impressive 350 horsepower and 391 lb.ft of torque – more than had graced that legendary W124. In its own way, the E55 AMG became a legend, too – subtle looks offering a velvet wrapper on one hefty hammer. So when it came to replacing it again in the new W211, AMG was forced to turn the dial up a few more notches. It was forced because the market had moved on, and the W210’s power output was no longer competitive in the early 2000s. So forced it was, as in forced induction. The M113 now featured an IHI supercharger, and power increased dramatically. This was no small step for man, this was a giant leap for Mercedes kind. The W211 E55’s power output leaped to 469 hp and it now 520 lb.ft of torque. Of course, it needed those numbers because the competition from Audi in the 450 horsepower twin-turbocharged RS6 and the outgoing benchmark BMW M5’s 400 horsepower S62 V8. Going nuclear on the power level meant AMG needed to upgrade the rest of the hardware, as well. Airmatic adjustable suspension with sport tuning gave the hefty E55 poise in the bends, while 14.2″, 8 piston calipers hidden behind huge split 5-spoke AMG wheels with 245 and 265 section tires kept grip and speed in check. The results were palpable: in a 2003 Car and Driver comparison against its nearest rivals, the new E55 AMG simply outpaced everything in a straight line. 0-60 was dispatched in just 4.3 seconds. 100 came only 5 and a half seconds later. The quarter mile was done in 12.5 seconds. Forget sedans, those were numbers that challenged the Corvette Z06 at the same time, and close to a decade and a half later are still very impressive:

CLICK FOR DETAILS: 2003 Mercedes-Benz E55 AMG on eBay

Feature Listing: 1992 Porsche 911 America Roadster

Feature Listing: 1992 Porsche 911 America Roadster

Have you been living under a rock? Then here’s a news story – Porsche 911s are pretty hot in the marketplace right now. Consider yourself updated! For the rest of us, this is pretty old news. And by pretty old, I mean they’ve always been very expensive. Take this 1992 Porsche America Roadster, for example. In 1992, you’d have to plunk down $88,000 just for the base price. Most owners left dealers the best part of further $10,000 lighter. That translates to $151,000 or more today, and if you pop over to your Porsche configuration tool it won’t take you long to realize that amount buys you a lot of convertible Porsche today; you’re only about $20,000 away from the base price on the Turbo. Yet underneath the bulging exterior of the America Roadster was a standard horizontally-opposed 3.6 liter with no forced induction producing 247 horsepower. If you’re counting, that’s a little less than half what the new Turbo offers you.

So what did the America Roadster offer, then? Well, you got the look of a Turbo and limitless sky. You also got the brakes, suspension and wheels from the Turbo to help fill out those wide arches. But to really differentiate the model, Porsche decided to release only 250 of them to the public. That makes them about four times more rare than the already quite-infrequently seen Speedster model, and therefore pretty desirable in the collectable 964 spectrum today. Exclusivity of any special model 911 certainly makes them quite special and helps to separate collector examples from those who just pop down to the dealers to buy an off-the-shelf 911 Turbo:

CLICK FOR DETAILS: 1992 Porsche 911 America Roadster

Feature Listing: 1989 Volkswagen Vanagon Westfalia

Feature Listing: 1989 Volkswagen Vanagon Westfalia

While our author Nate has been on sabbatical, I have to admit we’ve had a dearth in coverage of his favorite subject – the Vanagon. Slow, boxy and rust prone, there is plenty to poke fun at every time a Vanagon comes to market. But to me what’s amazing is the package that the Vanagon offers. There’s a simplistic utility to the model which belies its near-universal appeal and recognition. And it’s hard to argue with the adventure aspect which comes with ownership, but also opens new possibilities to life. Over the past few years my wife and I have discussed touring the country and visiting the National Parks with an Airstream. They’re seriously vintage-chic these days, so buying a good condition one can be prohibitively expensive to being with. Then, you need a vehicle to tow it with, quite literally doubling the complexity of your journey. This makes the Vanagon an interesting alternative for many adventure seekers, as you get a different version of camp couture in a package capable of bring you to the next site on its own. Today’s 1989 Vanagon Westfalia is just that sort of package:

CLICK FOR DETAILS: 1989 Volkswagen Vanagon Westfalia on Cleveland Craigslist