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.…
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:
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?
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?
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.
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?…
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:
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:
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.
As I looked at in my recent write up of a 2016 Audi TTS, if you’re willing to forgo some of the wow-factor and horsepower of the RS models, the standard 8S TT offers plenty of thrills and smiles. That awesome MQB-platform is paired with the 2.0 TSFI turbocharged inline-4 pumping out 220 horsepower at 4500 RPMs and 258 lb. ft of torque at an unbelievable V8-esque 1600 revolutions. Carrying the same S-Tronic DSG dual-clutch 6-speed as the TTS and RS models as well as the same all-wheel drive system, the 3,300 lb Roadster is good for 0-60 sprints in the mid-5 second range and yet will still return 30 mpg on the highway. While those numbers may sound tame in today’s mega-horsepower market, you don’t have to go far back in time for them to be leading-edge performance for sports cars.
Excellent chassis dynamics are paired with a beautiful exterior and interior design, as well. I’ve long admired the Audi TTs for their clever packaging and taunt, no frills design. They just look better to me than the fussy lines from both BMW and Mercedes-Benz. They are thoroughly modern without looking cliché, cutting-edge yet unpretentious. The performance is here married with a package that can enjoy top-down weather yet remains usable year-round, even when the weather turns as snowy and cold as it has here in New England this week. This particular Roadster is even a bit more special than the standard TT. Outfit in Mythos Black Metallic with Admiral Blue leather interior and well specified, this car carries a color combination and set of options that can’t easily be replicated in a brand-new 2018 model:
I’m never one to turn my nose up at an interesting engine swap. Usually, they are pretty predictable with throwing a giant V8 into where ever one will fit then calling it a day. Nothing really wrong with that formula, but it is always cool to see different things. Today’s car, a 1985 Mercedes-Benz 190E from all the way in New Zealand, is one of the most interesting engine swaps into a Mercedes, or any car really, that I’ve seen in a long time. This W201 now sports a turbocharged 13B Mazda rotary engine with a handful of modifications putting down over 300 horsepower. That seems different enough for me.