Its officially SEMA week and that means seeing all the crazy creations that show up in Las Vegas that you never thought were possible. That is probably because it is not, and really just slapped together and pray it stays that way for three days while sitting at some companies booth to draw attention. In all seriousness, it is fun to see some professional mechanics poke around SEMA cars to see what cars are actually built well, and others that maybe need a little more tweaking. Today’s car, a 2008 Porsche 911 Carrera S up for sale in Florida, was a car built for the Toyo Tires booth at SEMA 2016 and as you can see, is pretty wild. Problem is, it is probably a little too wild. At least for their asking price.
Month: November 2019
To me it’s always a bit interesting to talk about peoples’ motivations in getting a particular car, especially so when that car is a classic. For example, consider my Audi GT versus a Quattro. These days, if you can find one a mint condition Audi GT will set you back around $6,000 – $8,000 for the very best examples we’ve seen. That amount may get you a wreck of a Quattro, but likely not a particularly drivable one and certainly one you’ll be chasing parts and rust on for a decade at least. In terms of driving experience, the GT is out of the box 90% of the Ur-Quattro experience for 90% plus of the time. Brought to a show, many non-Audi folks could probably not tell them apart. Yet, in terms of value gap, the iconic Quattro far outstrips the classic GT. We see it in other areas, too – for example a 73 911S versus a 77 911S, a E28 535is versus a M5, or even a 325is versus an M3. If you’re smart with your money, choosing the lesser example may not get you the headlines, but stretching your budget to get into a less serviceable iconic car is not likely to bring you more happiness, only more headaches. So while a plain-Jane 1968 BMW 2002 may not get all the price of the Turbo or even the tii models, it’s certainly worthy of consideration:
CLICK FOR DETAILS: 1968 BMW 2002 on eBay
The 997 Porsche 911 GT3 is sort of in the middle of an interesting phase right now. They aren’t new enough where buyers are desperately demanding them as the latest and greatest, but not old enough where it would be considered a classic. On the flip side, one could argue that these were timeless cars from the beginning and would always be in demand from the first day on the lot until 50 years from now. I don’t disagree with that, but I’d argue that Porsche spit out so many different GT cars after launching the 997 GT3, that these are sort of overlooked when it comes to shoppers who are willing to spend north of $100,000. The interesting part is that some early 997.1 GT3 examples are selling well under $100,000. The make it even more interesting, you can find 997.2 GT3s for under $100,000 if you are willing to compromise on color. However, today’s car probably isn’t going to be a compromise for anyone.
This 2010 GT3 up for in Colorado is finished in the lovely Speed Yellow and has a ton of options like Carbon Ceramic brakes, the Sport Chrono package, hardback yellow seats, yellow gauges, and a bunch of little things that all add up to a very big price tag. It comes in with just 27,000 miles on the odometer and looks every bit the part. Thing is, are you willing to spend a premium on the now two generations old GT3?
CLICK FOR DETAILS: 2010 Porsche 911 GT3 at Porsche Colorado Springs
While cars like the Audi Quattro and BMW M3 may have popularized boxy flares with their racing credentials to back it up, in my eyes no one pulled off the muscle-bound economy look better than the Porsche 944. The addition of several inches of width and wider wheels to the 924 chassis meant an entirely new feel that mingled with supercar lines instead of Volkswagen lineage. Simply put, they were the most sensual looking German car in the 1980s, and that got even better late in the run with some subtle aero additions that enhanced and updated the look. The smooth Turbo bumpers and rear diffuser carried over to the S2 model, along with some lovely “Design 90” wheels that were also highlighting the 964 model. As Porsche moved to a full update of the watercooled transaxle cars with the introduction of the 968, the outgoing 944S2 even adopted the new “bridge” spoiler design from the not yet introduced model.
Turbo looks without the associated power wasn’t an unknown quantity for Porsche, but the 944S2 was no slouch in its own right. Powered by the M44.41 3-liter inline-4 that had been enlarged from the double overhead cam 944S motor, the 208 horsepower wasn’t as much as the 968 would sport but was still awfully close to what the original 944 Turbo had produced in power. Better yes, with instant torque the S2 was, and still is, a very entertaining drive. Hardly cheap, on paper they were not immediately the smart choice for a sports car buyer in 1990 and 1991, as twin-turbocharged monsters from Japan were all the rage and often less expensive than the best part of $50,000 a 944S2 would cost you. With only around 3,600 imported to the U.S., they’re a bit rare to see but offer great Porsche build quality, performance and even practicality in a very attractive package: