What, the 500E AMG 6.0 AND 500SL AMG 6.0 weren’t enough? Okay then, how a 6.9, this time lumped under the long hood of a W116? Well, if I’m honest I’m disappointed, as this spot was originally supposed to be filled by a rare 1990 560SEC. It’s not that the 6.9 isn’t rare, it’s just that particular SEC was a claimed AMG widebody 6.0 with full documentation. The highlighted text brings you to the auction. You know when they put “seller reserves the right to end the auction early”? Well, apparently that’s true. In any event, though I’m fairly disappointed that car disappeared early, it does give us the chance to look at this lovely early European-spec 450SEL 6.9:
Month: September 2014
Shortly after the E38 BMW 7 series was introduced, the company resurrected a name from the 1980s to grace one very special 7 series. The L7. The first L7 was based on the E23 7 series and appeared for but one model year in 1986. This 7 series featured leather upholstery throughout with a leather dashboard and door padding, a power glass moonroof and a driver’s side airbag.
For the E38 though, the L7 badge would mean something a little more special. First, one notices the extra length. Ten inches longer aft of the B-pillar, this car was designed with rear passenger comfort in mind. Leather upholstery throughout was standard, of course, as was the V12 engine. A full length console ran down the center of the rear seats, with electric adjustments for both rear seats and a refrigerator behind tucked away behind the folding armrest. Tray tables like what you would see in a Jaguar XJ Vanden Plas were on hand, as well. Just 899 of these long-wheelbase 7 series were produced, with the bulk being produced in 1997 – 265 examples. This particular L7 is on offer south of Stuttgart in the direction of the Swiss border.
CLICK FOR DETAILS: 1997 BMW 750iL L7 on eBay
If earlier’s 500E AMG 6.0 got your blood boiling but is disappointing because it’s out of reach, have no fear! The 500E, after all, shared many components with the R129 500SL – so it’s no surprise that AMG had its hand in the convertible as well. While 1992 would see the launch of the more official SL60 AMG, there was also a 1991 version. The 1991 was nearly identical but retained the 500SL moniker; underneath, that M119 6.0 was the same and was more than enough to motivate the SL to near supercar levels. However, what’s really spectacular for enthusiasts is that for the loss of two doors and the Porsche connection, you can put the top down and save a bit of money; this 6.0 equipped SL is on the market now for less than half the asking price of the 500E:
CLICK FOR DETAILS: 1991 Mercedes-Benz 500SL AMG 6.0 on eBay
Pulling together enough legendary names to nearly create it’s own “Justice League”, the Mercedes-Benz 500E saw the combination of two of the most storied names in German automobiles – Porsche and Daimler-Benz. The 500E was sure a serious car out of the box with 320 horsepower and torque to match; but for some, that wasn’t enough. For those enterprising individuals with deep pockets, their Stuttgart superhero saw the introduction of a third legendary name; AMG. AMG had been placing larger displacement engines in Benz models for years, and the 500E proved no different. It even became an official product since Daimler owned a major stake in AMG; the merger would see a new range of high performance out of the box Mercedes models like the SL60 and E60. With a 50 horsepower boost in horsepower and 75 more lb.ft of torque, the 6.0 brought the 500E to another level of performance, chopping nearly a second off its 0-60 times and giving close to Porsche 911 Turbo levels of straight line performance. But while the E60 and SL60 models are pretty rare, it was more common to do what this owner did – ship the car to AMG for a motor swap after purchase:
CLICK FOR DETAILS: 1994 Mercedes-Benz 500E 6.0 AMG on Classic Driver
E30 M3s have been on my mind recently, but I’m thankful that considering the ways to get ahold of one has only served to remind me that the E28 M5 is the car for me. The M3 could only supplement, not replace the 4-door brawler. I just can’t do without the lines, the usability, and most of all the sweet howling fury of the S38. I bought mine with a healthy dose of mileage and a rebuilt engine so that I could explore, learn, and hammer on it without worrying too much about a pristine garage darling. The issues listed are common, but can range from simple (odometer – it’s not frozen, the gears are bad and easily replaced) to potentially complicated (seats not moving can be a simple switch or ridiculously-expensive motors). 120k miles is a nice middle ground where it’s not going to bring a huge premium, but it’s still pretty fresh for an E28. With a $9k starting bid, this could be a great deal on an appreciating classic.