1989 Audi 200 quattro

It’s hard for me to believe that it’s been well over a decade since I bid farewell to my Audi 200. It was never meant to be; I had always admired the turbocharged Avants and so when one came up for sale for an incredibly low asking price, I jumped.

Turned out it was more than just me that needed a jump. And it turned out that the 200 needed a lot more than just a jump; the clutch was thoroughly fried, as were the brakes, and the fuel system, and a few other odds and ends. I patched it together and we enjoyed a memorable run of events. Of all my automotive calamity stories, about 50% revolve around both of my big body Audis. The V8 created more hair-raising events (such as the time the throttle stuck wide open and in an effort to stop it I managed to set the brakes on fire), but the 200 wasn’t to be outdone.

There was the time I left the tollbooth on the Mass Pike. The car was running particularly well that day, so I gave it WOT leaving the gate. First to second and the nose was pointed at the sky! Surely, everyone must be saying “WOOOOOOOW!!!“, and it turns out they were because I had blown an oil cooler line and was crop dusting Sturbridge with a thick coat of atomized 10W-40. Another time the voltage regulator died, leaving me to switch various electrical items on and off to balance the charge between 11.5 and 14 volts all the ride home from Cape Cod. It blew several tires while on the road, which admittedly probably wasn’t it’s fault but was exciting nonetheless. I found out that the ABS worked – well – in an ice storm on 95 one time as I passed a braking BMW on the hard shoulder. The coolant lines froze one day – a major feat, since there was theoretically coolant in them. It twice threw alternator belts, leaving me to drive home the length of Rt. 24 at 5am with no lights on. The air conditioner didn’t work. Actually, basically everything electronic didn’t work particularly well if I’m honest. The radio’s blown speakers weren’t enough to overcome the wind noise created by the necessity to have the windows down at all times if the outside temp was over 60. But the kicker? The kicker was that the brake lines collapsed, leaving the calipers to randomly seize partially closed. As a result, you had to go full throttle to maintain 50 mph which, as you read at the beginning of this passage, occasionally presented an explosive problem. I gave up eventually, unable to stomach this car consuming more of my money.

Sound charming? It was. But most of my issues probably would have been remedied if I simply had bought a better example:

CLICK FOR DETAILS: 1989 Audi 200 quattro on eBay

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Volkswagen Variants on a Theme: 2003 Jetta GLS 1.8T v. 2001 Passat GLS 1.8T

Obviously, this post comes to you from someone who likes Volkswagens – and, in particular, 5-door VWs. I’m not sure exactly what the attraction is for me, but the last two Volkswagens I’ve had – both Passat GLS 1.8T Variants – have been faithful and fun-to-drive companions. Despite their relative popularity (VW sold nearly 110,000 wagons in North America – 20% of production overall), they somehow manage to stand apart from the crowd. And for about ten years VW enthusiasts got to choose not only from the Passat’s fairly robust lineup of wagons which featured everything from luxurious automatic V6 all-wheel drivers to thrifty diesels and outrageous W8s, but there was also the slightly smaller Jetta Wagon as well. Like the Passat, several options were available, from a basic 2.0, the turbo 1.8, the TDI and the crazy VR6 model.

Today I’ve got two examples to consider; in this case, both are front-drive 1.8T 5-speed manual GLSs. Despite what should be a very similar basis, these two take on remarkably different character. Pricing is pretty similar but presentation and mileage are quite different. Which is the one to buy? Let’s start with the Jetta:

CLICK FOR DETAILS: 2003 Volkswagen Jetta GLS 1.8T Wagon on eBay

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Double Take – 25,000 Miles Total: 1988 Porsche 944 Turbo S Silver Rose

Update 6/1/18: The 16,000 mile Turbo S in this post has dropped $5,000 in asking price to $64,995.

We’ve managed to stick to a red interior theme so far today, and I’m going to further that just a bit more. But while red interiors in the 70s and 80s were super chic, few for me match the sheer audacity or execution of today’s twin 944 Turbo S Silver Rose models. And as I’ve spent the last few transaxle posts dancing around special models, it would seem fitting to cover what many consider to be the most special of all. Coincidentally, outside of some exceptional limited production models like the Turbo Cup, 968 CS or Turbo S, and 924 Carrera GTS, few are worth as much as this model either.

1988 saw numerous changes in the 944 Turbo lineup. The new option M758 “Turbo S” included a new turbocharger with redesigned vanes and a remapped DME which increased boost to a max of 1.82 bar. The resulting M44/52 had 30 more horsepower and 15 lb.ft torque to a max of 247 and 258, respectively. But the “S” package was far more than just more boost, as the cooling system was revised, the clutch and transmission were beefed up with hardened first and second gears.

Brakes were borrowed from the 928 S4 and now measured 12″ in front with four piston aluminum calipers. Wheels were Club Sport 16″ forged, polished and anodized units measuring 7 inches in front and 9 in the rear. Suspension was also beefed up with the M030 package; this included adjustable rebound Koni shocks and adjustable-perch coilovers in front. Limited slip differentials (Code 220) were not standard, but a must-select option.

Within the already limited edition S (of which about 1,900 were shipped to the US), there was another special edition. The “Silver Rose” launch cars took all of the special aspects of the M758 S package and added a unique color (Silver Rose Metallic, LM3Z) and a very unique Burgundy Studio Check interior. Outside of the Turbo Cup cars, these very limited (claimed 339) original models have become the most desirable of the 944 Turbos, and few are presented like these two today which have combined only managed to cover 24,494 miles in 30 years:

CLICK FOR DETAILS: 1988 Porsche 944 Turbo S Silver Rose at Porsche Warrington

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Totally Turbular: 1985 Volkswagen Scirocco 16V Turbo Rieger GTO

Update 3/6/2018 – The asking price on this crazy period piece has dropped from the $65,000 ask in February to $46,888.

The 80s was a pretty interesting time, as Rob has talked about in some recent 930 posts. While today’s crowd looks back on the time and often wishes they had a completely stock, all-original example of their favorite hard-to-find ride, back then it was all about how much you could mod your ride to make it wild. Watching videos of turned up WRX-STIs, Skylines, M4s and RS3s today, I suppose not much has changed in retrospect. But wild mods in the 80s were somehow much harder to achieve, and therefore all the more neat when they were done. Or, they were a complete dog’s breakfast, as many Mercedes-Benz models often prove – Andrew’s SLC comes immediately to mind.

There are several notorious aftermarket suppliers of kits for cars that are really hard to achieve a good result with. Koenig, Rinspeed, Strosek, Kamei are all names you’re probably quite familiar with. And if you’re familiar with Volkswagen/Audi products, Rieger should definitely be in that list. Their widebody kits, wild bumpers and huge wings often look way out of place. Paint them a wild color, and they’ll stand out even more. Worst of all, often below the shocking exterior they’re a sheep in wolf’s clothes; all show, no go. But this Scirocco? Well, it’s not only got all of those things going for it, it’s managed to pull it together for a look that is cool and correct in a very over-the-top way, and has the chops to match the outrageous exterior. Also outrageous? The price:

CLICK FOR DETAILS: 1985 Volkswagen Scirocco 16V Turbo Rieger GTO on eBay

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BiChance: 1991 Alpina B10 BiTurbo

Here we are a week after looking at the 1990 Alpina B10 BiTurbo, and by chance, we get to look at a second BiTurbo. Last week’s was seriously suspect; there were alarm bells throughout, as major chassis issues and incongruous details were capped by a seller clearly looking to deceive the market. At first glance, there’s some cause for concern here, too, as we’ll see in a moment. Is this the case of another crestfallen hero, or does this super sedan hold true to its heritage?

CLICK FOR DETAILS: 1991 Alpina B10 BiTurbo on eBay

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Face Off: 1980 Porsche 924 Turbo v. 1988 Porsche 924S Special Edition

Increasingly as some of our childhood (or, adulthood) heroes get priced out of sensibility for weekend warrior on a budget status, there are still some bastions of hope for the shoestring enthusiast. One of the best must undoubtedly be the underrated Porsche 924. As Sciroccos, GTIs, 944 Turbos, Quattros and the like take off in value, here lies a plethora of well-cared for, well-built and fun-to-drive cars that have good parts accessibility, reasonable repair costs and surprising amounts of practicality. Sure, it’s ‘just’ a 924, and Porschephiles will probably poo-poo your choice. So, too, will most of the rest of the automotive world. Their loss is your gain. Try as they might, outside of some very special 924 Carreras, these models that helped to keep Porsche afloat in the 1970s and 1980s still haven’t caught on with collectors.

So today I have two special 924s to consider once again. The first is a lofty Turbo model; finicky even in period, they’ve developed a reputation for lack of reliability and expensive repairs, but then have you ever seen the bill on a proper flat-6 rebuild? I’m going to compare it to the end-of-the-run 924S, and this one is the lightweight Special Edition model, too. Both are quite affordable and both appear to be in great condition, so which one is the winner?

CLICK FOR DETAILS: 1980 Porsche 924 Turbo on eBay

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Cologne Compressor: 1991 Ford Fiesta RS Turbo

Before we move any further, yes, I know this is a Ford. Ford isn’t German, you’re sure to say, not even when they’re masquerading as Merkur. Right you’d be. However, allow me a bit of latitude; first, Henry Ford was I’m fairly confident the only American to receive the ‘Grand Cross of the Supreme Order of the German Eagle‘ from one Adolf Hitler. I always love to toss that one into a conversation should I be cornered with a true-blue American-devotee proudly wearing a Ford hat at a social function because he’s also a ‘car guy’. “You know Henry Ford was basically a Nazi, right? I mean, beyond hating the entire Jewish race, he was also a megalomaniac who wanted to create his own master race of workers. No, I’m not joking – it was called Fordlândia. Look it up.” The conversation usually ends quickly after that.

Too edgy?

Okay, how about this – Ford Europe’s headquarters is in Cologne, Germany. And they produce a fair amount of cars in Germany even today. Since we consider the Volkswagens built in Chattanooga and Westmoreland, the BMWs built in Spartanburg, and the Mercedes-Benz models bolted together in Alabama, I think we can deviate for a moment into a hot Ford.

So what Ford is it? In many ways, this is the perfect follow-up for the Quattro. Audi and SAAB helped to mainstream turbocharging, and by the 1980s it was almost expected in performance circles. That culminated in a wave of ever increasing performance hot hatchbacks that completely changed our perception of speed. As newer, faster models emerged, the technology increasingly filtered its way into lower-spec models until the results of all of the turbocharging basically were acknowledged to be wrecking the world’s environment. I call it ‘Trickle-down Turbonomics’. The result? The Fiesta RS Turbo you see here:

CLICK FOR DETAILS: 1991 Ford Fiesta RS Turbo on eBay

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1985 Audi Quattro

It is, admittedly, quite hard to lump the importance of one car into the same category with yesterday’s M3. But if there’s a German car from the same period that deserves to be mentioned in the same breath, it’s certainly the Quattro.

True enough, the U.S. version wasn’t really as quick as you’d expect it would be considering the Deitous stature levied upon it by fans of the brand. But if you looked up “game changer” in the dictionary, an image of the Quattro should certainly appear next to it. So advanced was the thinking behind this car that today it’s still the recipe being followed by many manufacturers nearly 40 years later. And those iconic boxflares that the M3 sprouted? That’s right, they appeared here first. While in some ways the re-work of the design sullied Guigiaro’s clean silhouette, the result was monumental and again the basis for all of the important be-flared WRC fighters that came after. The M3 was only one to copy the style; the Celica Alltrac Turbo, the Escort Cosworth, The Lancia Delta Integrale, the Subaru WRX, and the Mistubishi Lancer Evolution are but a few of the turbocharged, all-wheel drive and box-flared cars that would go on to become legendary in their own right. But the one that started it all has finally gotten some recognition over the past few years. Great examples of the Quattro are few and far between, so when they come to market it’s something very special. And this particular Quattro is really exceptional:

CLICK FOR DETAILS: 1985 Audi Quattro at Gooding & Co.

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2001 Audi S4 Avant

Perhaps one reason that the S6 Avant didn’t really take of on U.S. shores was because of the shoes it had to fill. Enthusiasts had enjoyed the B5 S4 in Avant form for a few years, and consequently as a popular model when the B6 launched it was almost sure to make a return, almost certain to have more power, and almost certain to be available in a manual. Those premonitions came true, and so if you were willing to wait two years between the B5 and B6 S4 Avant production you were rewarded with the 4.2 liter V8 mated to a manual and even more sporty feel. For lovers of fast Audi wagons, the S4 was the answer to the things that the S6 wasn’t.

But as time has gone on, the “OMG it’s got a V8 and a manual!!!” shine of the B6 has waned slightly as long-term problems have reared their heads with the powertrain. Like the Allroad and S6, those problems are probably overstated by the “‘Exaggernet’, but they nonetheless exist. So while the B5 to B6 represented a huge jump in power, there are quite a few fans of the older generation still. That grunt deficit is easily overcome with the twin-turbocharged V6, as well, thanks to clever tuning potential. Like the B6, you could of course have the B5 with a manual. And, in some wild colors:

CLICK FOR DETAILS: 2001 Audi S4 Avant on eBay

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1999 Volkswagen Beetle GLS 1.8T with 23,000 Miles

Where to start….where to start….

So, in the realm of ‘Least Desirable Volkswagen Products’ enthusiasts bemoan, the New Beetle must surely rank very high on the list. But every once in a while one pops up that is worthy of consideration. Maybe they have low mileage or are a neat color. Sometimes they’re turbocharged, making them pretty quick, too – all attributes of this 1999 example. Presented in L9L9 Cyber Green Metallic, it’s traveled only 23,000 miles in its life and its the more macho 1.8T speedbug. Though it’s clearly not stock, we’ve recently looked at a well modified Beetle that pulled off big-dollar mods at a budget price.

Tuner Tuesday GCFSB Alumnus: 2002 Ruf Volkswagen Beetle Turbo S Concept

So when I first caught the gallery shot, it looked as though the owner of this car tried to replicate the super-sweet Beetle RSI – not a bad thing, if it was pulled off correctly.

This one is not pulled off correctly.

However, if you’d like a few chuckles, read on.

CLICK FOR DETAILS: 1999 Volkswagen Beetle GLS 1.8T on eBay

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