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The Mercedes-Benz E-class coupe isn’t what you’d consider sporty, but it didn’t try a few tuners from having a crack at it when this car when it debuted in the late 1980s. While there were numerous Lorinser and AMG variants on the scene, the tuner Lotec is a much less known commodity, a firm based out of Kolbermoor, Germany that got its start with Formula V. Fast forward to the 1990s and they were busy cranking up the volume on production Mercedes-Benzes, along with the production of a supercar, the C1000 and numerous turbo kits for Ferraris. The company took time out, however, to tune this impressive 1992 300CE-24 that is for sale in Nuremberg.
Let’s check back in on my favorite quirky Porsche: the Soft-window Targa. As I’ve mentioned before, the Soft-window Targa was Porsche’s engineering solution to a problem they anticipated would occur, but never actually did. It’s sort of a window into the development process that even made it into production, if only for a short time. Because Porsche suspected that increasingly stringent safety regulations would render the cabriolet obsolete they sought to get out in front of these regulations and produce a model that would provide both the full open-cockpit feel of a convertible and also the safety of a fixed roll hoop. The Soft-window Targa was both an ingenious and somewhat ridiculous solution to that problem. I say ridiculous because to me these have never really looked right; they’ve always look like someone’s garage project, even if a well executed one. The idea did work, but Porsche quickly introduced the fixed hard-window version with which we are all familiar and the soft-window drifted off into the sunset. We do still see them from time to time and they are generally pretty popular with collectors due to their rarity and, I think, in part because of their interesting engineering. They certainly make for a fine talking piece. For whatever reason we’ve seen quite a few more examples of the 912 of late rather than the 911 and today is no different. Here we have a very pretty Irish Green 1969 Porsche 912 Soft-window Targa, located in California, with what appears to be 109,000 miles on it.
Building a track car can be a dirty business. You can start with a branded title car or one with a ton of miles, one in poor shape or maybe just a car that needs a ton of mechanical work. The results aren’t always Roger Penske perfection, but that certainly doesn’t mean you can’t have a lot of fun. Indeed, there’s a certain freedom to having a less than perfect, not hugely valuable track-focused weapon. It allows you to head to the circuit without the emotional baggage of what would happen if midway through turn two something let loose. Take today’s 1988 Porsche 944, for example. Thorough upgraded and ready to head to the track, this S2-spec 944 may not be a lot to look at, but the entry price is less than a new set of BBS centerlock wheels for a GT3. No, I’m not joking. I just checked, and it’s $9,800 for a set of BBS FI-R wheels from Tire Rack – without tires, or shipping mind you. See, you could have a whole track car instead and still have $300 left to pay for a track day!
There’s something about beige wagons that just screams KIDS AND DOGS. The E34 5-series tourings seem to scream it extra loud to me, perfecting the mix of country and classy, sedate and sporty, unsuspecting and utilitarian. The E34 was the last 5-series to really embrace the long, straight line aesthetic so easily accentuated by a longroof. In 1992 the 525i received the M50B25TU, getting single VANOS and putting out 21hp more than the earlier M20B25. It doesn’t make it a speed demon, but there’s no denying the versatility of the silky-smooth little inline-6. This autobox-equipped wagon has covered just 65k miles and the interior, exterior, and engine compartment look it. I dream of a OEM+, M5ish E34 wagon some day, but as a daily-driving family hauler this 525iT will impart subtle class to any road it graces.
Value among Porsches isn’t always easy to find, especially if your typical checklist mostly is filled with a variety of 911s. But once we venture away from Porsche’s rear-engine icon we discover quite a bit more performance value for your money. For those who’d still prefer a healthy dose of the marque’s famed refinement and luxury to go along with that performance, the 928 can step in to handle all of those roles. Granted, prices do go up a bit with these relative to the rest of the front-engine Porsche lineup, but within the second-hand market we generally remain in reasonable price territory so long as we stay away from the 928 GTS. One of the best non-GTS examples is the 928S4, which still packs a healthy 320 hp and 316 lb-ft of torque and when equipped with a 5-speed manual like the one we have here, they serve the role of performance GT quite well. Here we have a really nice looking Black 1988 Porsche 928S4, located in Houston, with a Light Grey leather interior and just 26,262 miles on it.
