2013 BMW 135i M-Sport

I casually mentioned in passing recently that we traded our E61 530xi Sports Wagon for an E82 135i Sport. While production overlapped between the two chassis, they are really polar opposites when it comes to BMWs. The 5-Series was obvious all about comfort and isolation, as well as carrying a huge load of anything you could throw at it through any weather. The 1-Series sought to return BMW to its more affordable small car roots by shrinking the swollen 3-Series down substantially.

What BMW unintentionally did was to create an E46 successor. The E82s are similarly sized, similarly equipped and were similarly priced to the E46. And in its most basic, most sporty form, the early 135i Sport is on paper a close match for the performance of the third generation M3. Okay, there’s no doubt that the 135i isn’t a M3 when you get behind the wheel. But is it a special car? Yes. And does it move? The N54/55 are rated at 300 horsepower – about 10% shy of the S54. But they’ve got 300 lb.ft of torque, almost about 15% more than the M3 had. And because they’re a turbo motor and they were able to tune that torque curve in, it’s about as flat as the Makgadikgadi Pan. That means roll-on performance, and the 135i rewards you any time you want. The strange thing is, it really doesn’t drive like it is a turbo motor. There’s no lag, no flat spots, no real woosh. It just feels like a very strong high-compression inline-6. And though it won’t corner like a E46 M3, it’s not far off in acceleration or driving feel.

The dash changed and some of the operations are different, but the seats and small greenhouse will instantly remind you of the earlier chassis. Ours is about as basic as they came – 6-speed manual, manual seats, no iDrive, but with a sunroof. But probably the ultimate spec is the late N55-equipped M-Sport and ‘is’ models. They’re quite hard to find even though they’re fairly new. Why is that?

CLICK FOR DETAILS: 2013 BMW 135i M-Sport on eBay

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Motorsports Monday: 1960 BMW 700 Sport

Update 7/30/18: After being listed for sale three years ago at $34,500, this BMW 700 racer is back – now listed as a 1961, oddly, and with an opening bid at $32,500. It still seems very unlikely to sell but is neat to see!

Though Germany has gained a reputation as a nation of drivers, the reality is that in both pre and post-World War II periods, the average German couldn’t afford many of the cars that are synonymous with German engineering. However, the “German Economic Miracle”, in part assisted by the Marshall Plan as an attempt to avoid the pitfalls of what had created World War II in the first place (thanks, Versailles Treaty!) put Germany at the forefront of European economies as the 1960s got rolling. It was then that we saw the growth of the German automobile industry into what we associate it with today. BMW also grew during this period, from near collapse in the 1950s to a viable – albeit small – company in the 1960s. At least part of that success is thanks to the development of the 700. Rear engine, air cooled and powered by a BMW motorcycle “twin” flat-2, the body was penned by Giovanni Michelotti – responsible for some of the most celebrated designs from Ferrari, Maserati and Triumph. However, he’s probably better known by BMW fans for developing the Neue Klasse designs including the venerable 2002. To my eye, though, the simple BMW 700 in Coupe form was the best looking of the Michelotti BMW designs:

CLICK FOR DETAILS: 1960 BMW 700S on eBay

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Rare Spec: 2011 BMW 328i Sports Wagon

Update 8/30/18: The asking price has dropped from the original $32,995 to $28,995 now.

While it was Audi who cut their teeth in the fast wagon market, the S6 Avants we saw the other day were the end of an era for the marque in the U.S.. Sure, the A6 3.0T Avant carried on and was just as quick, but its sales numbers dwindled as the naughts came to an end, and it was removed from the market in 2011. The A4 soldiered on, but even its offerings were slashed – first to fall was the S4 Avant, followed by the normal A4. Today, you can only get the automatic 2.0T Allroad if you want a 5-door Audi.

It was BMW who picked up the reigns of big sporty German wagons in the 2000s, with V8-equipped E39s leading towards the E61. Not to be outdone, the E46 introduced American customers to the smaller 3-series wagon for the first time (though it had been around for 2 prior generations) and that continued with the E91.

However, even though BMW offered two wagons right through 2010, they were rewarded with minuscule amounts of sales. In 2009, the company sold 1,430 3-series Sports Wagons in the U.S. – accounting for only 2% of sales of the E9x here. It was just as bad for the 5-series with 878 sold, so the company dropped it from the U.S. lineup in 2010. Frankly, it’s amazing that BMW continued to sell wagons at all here.

But they did, and you could order yourself up a neat sporty wagon. It wasn’t an M3, true, but the N52K-equipped 328i produced 230 horsepower and could be opted in rear-drive, 6-speed manual configuration with the M-Sport suspension:

CLICK FOR DETAILS: 2011 BMW 328i Sports Wagon on eBay

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1991 Volkswagen Jetta Carat

When going through the not particularly extensive product range of Volkswagen in the early 1990s, I really find it hard to get excited about the Jetta. Okay, there were fast Jettas, like the GLI. And they were pretty cool in their own right. But as the GLI was available with less weight and better looks in more famous hatchback form, I’ve never been as excited about them.

I also found the trim levels very confusing. There was the standard Jetta, which pretty much got you nothing other than seats and a motor. Then there was the GL, which got you slightly more of something, but I’m not really sure what. Pretty much everything remained optional on these two models. Everyone knows about the Wolfsburg models, of course. They were more loaded, with special colors, interiors, radios and wheels – generally. Each model year was a bit different, and the A2 resource guide is helpful to sort it out..

In the middle was a strange one – the Carat. Technically, this model was placed above the GL and below the Wolfsburg model. But sometimes it wasn’t as well equipped as the GL, and other times it seemed better equipped than the Wolfsburg. It came with rear headrests (shared with the GL), power locks (shared with the GL), delay dome light (shared with the…are you seeing a trend?). So what did you get for the substantial premium in price? Unseen was the motor upgrade, which gave the Carat the 105 horsepower engine. Carats also differed from other non-GLI Jettas because they were equipped with 4-wheel disc brakes – but only for some years. In 1991, drums returned as standard. They also had an upgraded sports suspension, sport steering wheel, cruise control, sport seats and a power package which included mirrors and windows. So, it was a sporty option of the Jetta – wait, wasn’t that the goal of the Wolfsburg? It certainly seems like mission creep. Still optional were sunroof, automatic transmission, and somewhat shockingly alloy wheels. The Carats came standard with “unique” wheel covers – so unique, they were borrowed straight from the same year base Passat. It was a strange package of piece-meal parts for which Volkswagen charged a serious premium; the Carat cost nearly 50% more than a base Jetta out the door.

But in the company of the neat-looking and 2.0 16V-powered Passat, the supercharged and then VR6-powered Corrado, the legendary Cabriolet and Vanagon models, and the best looking GTI ever produced, it’s really hard to see the Jetta as anything other than an “also ran” for 1990-1992. Still, once in a while a nice one comes along…

CLICK FOR DETAILS: 1991 Volkswagen Jetta Carat on eBay

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Feature Listing: 1990 BMW M3 Sport Evolution

While the name “Evolution” become synonymous with Mitsubishi’s WRX-fighting Lancer for the X-Box generation, the term had much greater meaning for racing fans in the 1980s and 1990s. That was the period where homologation really took off; in order to be eligible to race, the FIA stipulated a certain amount of vehicles generally matching the race version of a car would have to be produced. This resulted in some great race-inspired production cars, and in order to best each other on the race track manufacturers would be forced to modify those cars. In order to have the modifications legal to race, the maker would have to introduce those significant changes to the road-going model, too. Those changed models would be termed “Evolution” to differentiate their model changes. As a result, enthusiasts ended up with ‘Evo’ versions of the Ford RS200, the V8 quattro, the Mercedes-Benz 190E 2.5-16 and, of course, the M3.

The M3 Evolution I was first introduced in 1987 with only a slightly revised motor. The Evolution II followed in 1988, and signaled the first real changes in the lineup. Major alterations to the aerodynamics, bodywork, chassis, and engine netted more power, more downforce and less weight for the FIA-regulated 500 units sold to market. Iconic even within the impressive normal M3 production, these fan-favorites generate feverish bids when they come to market.

But there is an even more desirable variant: The Sport Evolution. BMW Motorsport GmbH maxed out its E30 development in an all-out attempt to dominate the world’s racetracks. A new 2.5 liter S14 cranked out nearly 240 horsepower, while the same ‘add lightness’ recipe was prescribed; lightweight glass and body panels were met with adjustable front and rear spoilers. Signature 7.5″ wide BBS wheels were now darker Nogaro Silver and 10mm closer to the body thanks to lower suspension, while special Recaro seats kept you firmly planted inside from the g-force they were capable of generating. It was as if BMW took all of the best aspects of the E30 and distilled it down into an even more pure form. Produced only in Jet Black or Brilliant Red, 600 of these super M3s were rolled out to fans and remain arguably the most desirable model in the run:

CLICK FOR DETAILS: 1990 BMW M3 Sport Evolution at Lusso Fine Motorcars

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1995 BMW 540i Sport

Update 5/28/18 – further price reduction from $14,950 to $12,995.

Update 3/23/18 – The asking price of this 540i has dropped from $15,995 in November to $14,950.

By the early 1990s, even though the S38 was an incredible engine there was no denying that it was from another era. BMW’s new lineup of V8s – all-aluminum, quad-cam units were cheaper and easier to build, run and nearly as powerful – especially so in everyday use. As a result, BMW phased the S38 M5 out of production for the North American market. Yet there were still cadres of M-devotees who wanted to fly the 5-series flag here. The result was two special models for Canada and the U.S..

The more rare of the two was the Canadian market M540i. For all intents and purposes, it was a European-specification M5 without the inline-6 – they even moved production of them from Dingolfing to M’s home base of Garching. In total, they built 32 of them – making them one of the least-frequently seen M products out there. It’s no surprise that it’s been quite a while since we last saw one for sale.

The U.S. market got a slightly de-tuned version of the M540i. Known as the 540i M-Sport, unlike the M540i it was available as either a manual or automatic and didn’t carry quite as much M-content as the Canadian car. But you did get M5 looks, M5 suspension and M5 wheels – in this case, the M-system II “Throwing Stars” found on later U.S. production cars opposed to the M-Parallels found on the M540i. They were also not finished at Garching, but alongside normal E34 production. A reported total of 205 were produced for the U.S. market and we last saw one about a year ago.

So when today’s car popped into my recent searches, I was immediately pretty excited as it appeared at first glance to be one of the elusive examples of the M-Sport. And it was certainly priced like one, as asks are usually in M5-territory. But was it love at first sight?

CLICK FOR DETAILS: 1995 BMW 540i on eBay

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1998 BMW 540i Sport

Following on the lineup of 540is I’ve featured recently, I ran across this early production 540i Sport package car. It’s interesting for a few reasons. First, I’ve always really liked the clean look of the early sport package cars with either the turbine Style 32 wheels or the multi-piece BBS Style 19s as shown on this example. Something really worked for me about this wheel on this body style. An early 540i Sport, it’s missing some of the later additions I covered last time around, but still carries the aforementioned 17″ wheels and M-Sport suspension. However, this car is a bit different than the usual one that you’ll come across.

Having covered only 65,500 miles in its life, the seller claims the car was special ordered for European delivery. It also doesn’t have the standard sport seats that would have accompanied the sport package. It was ordered in fetching Canyon Red Metallic (343), too. And, of course, it’s got the all-important 6-speed manual transmission. Here, the pre-facelift orange directionals and less fussy taillight design work in harmony with the lack of body kit and beautiful exterior hue. Is it a winning combination?

CLICK FOR DETAILS: 1998 BMW 540i Sport on eBay

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1988 BMW 535is “M535i” Clone

As I mentioned in the M635CSi post recently, some of the confusion about these “M” branded models came from the nomenclature between the E24 and E28. While the M6 and M5 co-existed in the United States market, they did not in Europe. This left the M635CSi to be the equivalent of the M6. But the same was not true of the M535i. This model was sold as a more affordable alternative to the M5; most of the look of the Motorsports model but without the bigger bills associated with the more exotic double overhead cam 24 valve M88/3. Instead, you got a 3.4 liter M30 under the hood just like the rest of the .35 models. The recipe was a success, selling around 10,000 examples in several different markets – but never in the U.S..

Instead, the U.S. market received the 535iS model. The iS model was specific to the North American market and gave you the look of the U.S.-bound M5, with deeper front and rear spoilers, M-crafted sport suspension and sport seats. It, too, was quite popular – between 1987 and 1988, just over 6,000 examples sold in the United States alone, and of those, a little more than half were the preferred manual variant. One of the nice aspects of the 535iS was that if you enjoyed colors other than black you were able to order the lesser model in any shade you wanted, unlike the M5.

Today’s 535iS is a bit special, as it’s combined the two models into one in an exhaustive recreation of a European market M535i starting with a Zinnoberrot 535iS:

CLICK FOR DETAILS: 1988 BMW M535i on eBay

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Double Take 540i/6: E34 or E39? 1995 BMW 540i Sport v. 2003 BMW 540i M-Sport

My recent M5 v. Alpina B10 post took a look at two exotic versions of the E34. Of course, BMW offered their own alternative to the M5 late in the production cycle, as the introduction of the M60 V8-powered 540i produced nearly as much usable power as the more expensive M variant. Such was the success of the 540i that BMW initially judged the M5 dead in this market; it was removed from the U.S. in 1993 after slow sales and wouldn’t return until the new millennium.

As a result, the 540i flew the 5-series performance flag for two generations and still is very popular today. Especially in Sport versions, the E34 and E39 540is offered power, refinement and outstanding chassis dynamics in a package that was attainable for more people. So which is the better buy today – the first or second generation?

CLICK FOR DETAILS: 2003 BMW 540i M-Sport on eBay

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1986 Porsche 944 Turbo

The market rage surrounding BMW’s M products and their lesser stablemates and all things Porsche air-cooled continues to mask one of the best all-around performers of the period – the Porsche 944 Turbo. This was the car which brought supercar performance to the masses in a package that was both reliable and practical. Perfect balance meant you could approach the limits of the chassis, and it rewarded you for doing so. Over 200 horsepower gave you super-human acceleration normally reserved for small-batch thoroughbreds. And there was even a race series to give the 944 Turbo the credentials to back up the Stuttgart crest on the hood. They were exceptionally well built using high quality materials, and quite a few people who owned them treasured their foray into the exclusive world of pioneering Porsche forced-induction. The original purchaser and steward of this 951 appears to have done just that:

CLICK FOR DETAILS: 1986 Porsche 944 Turbo on eBay

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