How much performance is enough? If we set aside the small percentage of drivers actually capable of exploiting any of the world’s supercars I’d imagine that bar was eclipsed long ago. I ask this mainly because my first thought upon seeing this 2002 Porsche 911 GT2 was, “why would you spend more?” Newer, more refined, more utility (maybe?): I can understand these aspects of upgrading. I also understand that in some cases it is the combination of performance and refinement that really drives prices higher. But I don’t know, this feels like a reality check of sorts.
Of course this GT2 isn’t exactly what we’d call inexpensive and if you can afford a toy like this, then the cost isn’t really that big a deal when it comes to searching out even more performance. If your goal is raw performance though, then for this money what else is out there that’s better?
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:
Those who have been following along will know that I have had my eye on the GT3 in general, and the 996 GT3 specifically, for a good while now. I know it’s the 996 and we’re not supposed to like their looks, but I keep coming back to these cars in part because I do find them to be stellar looking machines from the outside. I do hate the interior, but I can live with it and given the GT3’s pedigree and prowess we certainly don’t need luxury. There is something about its exterior lines that I do really love and I dare say it’s my favorite of the GT3 models.
I will admit that price does have a little bit to do with the attention I have given these cars and it is in that regard that this particular GT3 has piqued my interest. This is a Carrara White 2004 Porsche 911 GT3 which sits with only 16,396 miles and only has had one owner. It looks in phenomenal condition and has a complete service history. The asking price is above $100K and that’s where I’m curious. I really haven’t seen many 996 GT3s with this sort of price tag. Has the market for these finally picked up a bit of steam?
We usually try to give plenty of time for readership to check out the auctions we link to. However, if you click on the link below you’ll find there’s only a few hours before this auction will end. Why am I writing it up?
Well, it should be pretty obvious. I like yellow cars, I like wagons, and I like Audis. Three checks there! This is a rare package, and I like rare, too. And before you start chattering about the BBK’s propensity to eat timing chain guides, this one’s already been upgraded. So it must have a million miles? No, they’re in check, too, at 112,000. Best of all, the seller is offering the car in a no reserve auction format and for some reason, bids aren’t outrageous yet.
If you want a big, bad and bold manual wagon, ACT NOW!
It seems like every time a first-generation Mercedes-Benz SLK catches my eye I look inside to see what seems like the inevitable. The paint on the center console is all worn away leaving a disaster of flaking paint and a total eyesore. Blame it on poor materials or careless owners, but these SLKs just don’t seem to be holding up as well as you might have expected. Once you realize that these were not just a mini-SL and built with more of the spirit of the C-Class in mind, you start to understand why they are aging like they are. It is possible to keep these nice in ideal conditions by ideal owners, but now that these cars are old enough to buy cigarettes, they are few and far between. Much to my surprise, this SLK230 up for sale in California is one of the better ones I’ve seen for sale in a long time. The best part? This price almost seems too good to be true.
I love flagship Mercedes-Benz and all their uniqueness that they bring. From last weeks Adenauer to today’s car, a 2011 S600, I enjoy all of them. (Except the W220 S600 with the 5.8 V12, that thing is garbage.) This W221 up for sale in Texas has everything you’d expect a flagship Mercedes to have with its radar guided cruise control and 510 horsepower that does 0-60 is 4.5 seconds. On top of all the normal goodies, this S600 has the extra special designo interior option. Problem is, I don’t know if I’m in love with it.
They didn’t get many headlines, but this past weekend was a significant one for BMW. At Le Mans, BMW’s M8 GTE didn’t fair all that well – but the company did make a splash by parking a production-ready 8-series outside. Will the new 8-series be impressive on paper and in person? No doubt, but it’s nowhere near as significant a leap as the E31 was from the E24.
The E31 was BMW’s first real attempt at integrating lots of computer designs and controls into one of their road cars. The clean-sheet design resulted in a 2-door grand tourer that shared some visual similarities with the great M1, but stood apart as a more practical cruiser. Unlike the E24, the windows could fully drop, revealing a graceful pillarless design to match the sweeping greenhouse. The sharp nose amazingly hid an even larger motor than its predecessor; in fact, it was basically two conjoined M30s. That configuration certainly has some drawbacks, but there was no denying that the 850i had serious presence and credentials with the M70 V12 kicking out 300 horsepower.
However, BMW softened the character of what potentially could have been a screamer. Many were outfit with 16″ wheels for a better ride and tied to an automatic transmission. This was truly a GT car, and not the supercar slayer that BMW teased with its M8 Concept. You had a few options to remedy this. You could wait and get a later 850CSi, or you could turn to the aftermarket to harden and sharpen your 8. And one of the best places to turn was MK-Motorsport.
Though not as well-known as Alpina or Hartge, MK-Motorsport developed alongside its countrymen and raced them, too. They also created a long list of improvements for various BMW models, including the E31. Without doubt, though, their biggest impact was made with the perfectly styled and sized signature 6-spoke wheel. Outfit on this beautiful Mauritius Blue Metallic 1991, they measure a jaw-dropping 18″ x 11″ wide in the rear – and boy do they fit perfectly. But this 8 is more than just a pretty set of wheels:
I won’t proclaim this as the greatest 911 in the world or anything of that sort, but this 1971 Porsche 911S Targa does check a lot of the boxes for what we might look for in an early 911 when not looking for absolutely pristine collector-quality condition. It is coming out of long-term ownership as the current owner has had it since 1974 and it is in mostly original condition. It is numbers matching per the CoA and has had one repaint in its original color of Gold Metallic. The interior is mostly original with only the carpets having been replaced and shows a nice looking set of sport seats. The color itself is an uncommon one and certainly has its fans. Overall everything looks in very good shape and the level of originality here appears quite good. Oh, and of course it is the highly desirable 911S.
It doesn’t pop off the page the way some early 911s do, but it definitely shows as one of the better and probably more original examples we see.
There are cars from the 1980s, then there are cars that are so 1980s that you’d think they are an actual parody of the decade and just dressing up for a 1980s themed party that one of your friends is having on a Saturday night. As you might have noticed, one of these cars is the Mercedes-Benz 560SEC by German tuner ABC Exclusive. ABC Exclusive was one of the many tuners in the 1980s that pumped out crazy creations from workshops in Europe only to fade away after the money dried up only leaving behind a handful of their creations. We actually featured a BMW E24 6-Series a few years ago by them and it was just as outrageous as today’s car. Most of the time, cars like these are in pretty rough shape by now thanks to the liberal use of fiberglass and body filler, but this 1986 seems to have survived the test of time. Now that cars like these are actually old enough to be retro and cool, would you pony up the cash this C126 is expected to bring?
This 930 might be in the best condition I can recall seeing one. The mileage is pretty darn low at only 11,300 miles so maybe this shouldn’t come as a surprise, but even still low miles does not always equate to excellent condition. I know not everyone likes the Slantnose option on these cars, but like it or not I think we can all appreciate how good this one looks. And for those us, myself included, who are fans of the Slantnose, this 930 provides you with something to spend a good deal of time inspecting.
It’s a Cassis Red Metallic 1988 Porsche 930 Coupe with the M505 Slantnose option. It’s stated to be only 1 of 2 such cars painted Cassis Red Metallic (I have no idea if that’s true) and it has a contrasting Linen and Burgundy interior. Pretty much all of the Slantnose 930s are rare and the Coupe easily is the best looking of the various models. This one is immaculate.