Another model missing from the ‘EAG Legends Collection‘ was undoubtedly the 2002. What really should have been there was another early cutting of the Motorsport division teeth – the 2002 Turbo. Like the 3.0CSL, this was an engineering exercise to flex their muscles. The 2002 Turbo was one of the first turbocharged production cars, and while it was a full decade behind GM’s ‘Jetfire’ turbo V8, it produced nearly as much power as the much larger 3.5 liter V8. Slapping a KKK turbocharger to the Kugelfischer-injected 2.0 M10 yielded 170 horsepower and 180 lb.ft of torque making the 2002 turbo a bit of a giant killer.
With only 1,672 Turbos produced, you’re not likely to come across one today. If you do, you’re also not likely to be able to afford it. So today’s 2002 is, like yesterday, a resto-mod rather than an original. This one takes the equation to 11 though, and adds a dose of “M” dna into this beefed-up E10. Ever wonder where all the S14s from M50/52 swapped M3s went? Well, one went right here:
Update 11/20/18: Blast from the past! I wrote this custom turbocharged drag racing BMW 2002 back in the Summer of 2014. It failed to sell on eBay but apparently did change hands, and the current owner has relisted it with basically the same photos and information as the original listing. The reserve auction has yet to get a bid at the $5,500 opening bid. It’s a long road ahead to get this one back in shape, but it’s still a pretty neat car!
I know what you’re thinking. “Carter”, you’re saying, “you spent a little too much time around the high test this weekend. This thing is a wreck”. And you know what? You’re right. This car is a wreck. Yet I’m still mystified by it, like a Siren’s call – there is just something about period race cars that I find very, very cool. So if you’ll indulge me a bit let’s look at this turbocharged 2002ti from 1969. Perhaps not the most likely car you’d consider for the form of motorsport it ended up in, this car was modified in the early 1970s by Holger Tapp. Mr. Tapp built his own turbocharged setup, running a KKK turbo through the twin Weber carbs. Then Mr. Tapp went racing – drag racing – with this 2002. The period picture reveals the car appeared to originally be a orange and wear some awesome BBS magnesium race wheels. Some of that original color can still be seen on the unmounted and damage chin spoiler. According to some light research I found, Holger Tapp was actually quite successful with the car, according to a competitor winning quite often. It also appears that at some point he built a second, more wildly flared car that picked up the BBS wheels – indeed, in one photo the plate “HU AV 303” this car wears can be seen on that car. The rest of the history appears to be pretty fuzzy; however, if you brush up on your German, Holger Tapp is still in business today doing much the same thing:
One notable omission from the EAG Ultimate BMW garage I wrote up last Monday was an E9. The E9 represented one of BMW Motorsports first production endeavors in the 3.0CSL. But beyond that, it also one of the prettiest cars BMW and their pals at Karmann Coachworks ever produced in my opinion. The elegant pillar-less design married with impossibly slender A and C pillars to create an elegant, sweeping greenhouse over the low, angular lines of the main body. Recently my wife asked me if there were any attractive cars made in the 1970s, and the E9 was my immediate retort. They were more muscular and yet elegant than the earlier and somewhat awkward 2000CS they were based upon. It’s just right.
Now, today’s example isn’t the mega-desirable 3.0CSL. It’s not even a 3.0, but the earlier 2800CS. It’s also undergone quite a few changes into a bit of a resto-mod. But for me, the look is bang-on and this is one of the better looking E9s I’ve seen recently. It was certainly worth a further look:
Okay, the third blue Audi in a row and so far I’ve been batting out in terms of cars I’d put in my ultimate garage. While the Audi TT would be on the list, the 180 version wouldn’t be my first choice, and though I wouldn’t kick the S4 out of my bed, I’d opt for a Avant version first. So how about my favorite chassis?
I’ve owned something like 8 or 9 Audi B2s, and though I came very close to owning a Quattro once, my history doesn’t include the illustrious leader of the pack. But a Quattro would very certainly be on my list of ultimate Audis. Which one would I want? Well, if money were no object, I’d probably choose a RR 20V first. The last of the run produced right through the 1991 model year, they were also arguably the best of the breed too; more refined than early models and sporting the 3B 2.2 liter 20V engine we saw in the 200 20V. While 20V conversions are popular, this one was factory. Here’s a link to a nice ’89 that’s for sale for a bit over $100,000.
More affordable are the cars that actually came to the U.S.. It’s a bit of a chuckle, though, as only a few years ago you could pick up a really nice example for well under $20,000. Today, those same cars are trading between $40,000 and $60,000 depending on condition. Here’s a very nice ’84 that comes in right at the middle of that range (and half the amount of the lustful RR) – so how does it stack up?
Continuing in my theme of the ultimate Audi garage, this post is going to seem a little strange. That’s because if I was going to pick an Audi sedan to collect, the second generation S4 would be pretty low on the priority list. In fact, I’m not sure it would make the top five. Without a doubt the D2 S8, the B7 RS4, the C4 S4/6, the D11 V8 quattro 5-speed, and the 4000CS quattro would all make it higher on the list.
It’s not that the B5 S4 isn’t compelling, with the twin-turbocharged V6 cranking 250 horsepower through a 6-speed manual. Barring the RS4 listed above, a box-stock B5 S4 will outperform everything else on that list in virtually every test. It’s just that the B5 S4 is a lot more desirable when presented as an Avant. So why is this sedan here? A few reasons. First, it’s Nogaro Blue Pearl Effect, and that should get a pass every time. Beyond that, it’s pretty clean, it’s got the unusual but pretty light Silver leather interior, it’s all stock, and it’s a manual. But as an added bonus, it’s also no reserve:
Update 11/20/18: This Audi TT 180 Coupe quattro sold for $6,290.
In its first model year, the Audi TT was only available in one configuration – 180 horsepower Coupe. You could choose between quattro and FrontTrak drivetrains, but otherwise it was fairly limited. As a result, most outside of the Audi rings just referred henceforth to every single TT they saw as just that – a TT. But the naming convention was actually more complicated than that, as Audi steadily introduced more models and configurations for the small Golf-based sporty car. For 2001 came the Roadster model and the turned-up ‘225’ version of the TT which had…you guessed it! 225 horsepower from a massaged version of the transversely-mounted 1.8T. That remained the order of the day for a further two model years until the introduction of the 3.2 model. Although the 180 model continued right through the 2005 model year, this 2002 represents the end of the availability of the lower-horsepower motor with quattro all-wheel drive.
Let’s say you want to start a car collection, and for ease of argument’s sake, let’s say you’re really into BMWs. Which is the model you want? You could be a 507 enthusiast, love the classic 3.0 CSL or 2002, envy every E30 or lust over the modern muscle the company produces. But odds are if you’re reading these pages you, like me, gravitate towards BMW’s Motorsport models.
Within the Pantheon of classic models, there then comes the difficult decisions. How do you choose between the E30 M3 and the 1M, for example? Well, Enthusiast Auto Group has a suggestion. Why not have them both? Or, even better, why not assemble all of the greatest hits from BMW’s M division over the past 40 years and put them together into one curated, turn-key package?
This Audi Coupe GT 20V sold for $11,900.
Yesterday’s Jade Green ’74 911 Coupe was for me a ‘Greatest Hits’ example. It was a great color on a great classic, with great wheels, great flares, a great interior and great graphics. While I’m certain it wasn’t for everyone, the 911 market of today means that whatever genre your particular greatest hits are composed of you’ll probably find what you’re looking for.
The same cannot be said for Audi, especially when it comes to 1980s examples. Yet here, today, we have what I would consider to be a pretty good attempt to make the greatest Coupe GT. First off, there are some who like the early Coupe or Coupe GT models, but as I’ve had a string of them my heart beats to the later ’85-up chassis. Couple the better looks with improved European headlights and you’re starting off well. Make it one of the better colors for the GT – Alpine White L90E – and things are still great. Inside, the best interior to match that outside was the limited edition Commemorative Design “Mouton” red leather. You’ll want the Nardi leather wheel to hold on to. Kick the wheels up a few notches to really make the GT look more purposeful, and while you’re there, lower the ride height too.
But it’s the go that really separates this GT. The stock KX is hard to develop, between the lack of parts, the CIS fuel injection, and the lack of parts. Did I mention the lack of parts? You can go the cam route and do a bunch of other goodies and once it’s all done, you’ll come out the other side with maybe as much power as the later 2.3 NG. Maybe. But since the GT is a one-wheel drive wonder, you won’t want to overdo the power department. The solution is the short-lived 7A 2.3 20V DOHC motor found in the 1990-1991 90 quattro 20V and Coupe Quattro. Match the 164 horsepower, 7,200 RPM screamer to the 600 lb lighter chassis of the GT and suddenly you’ve got quite a stunner. And why not throw in some period graphics, too?
It seems appropriate to follow yesterday’s S8 with this model. In just a few years, Audi went from only one S model with very limited production imported in the C4 S6 to three models. Top of the range was the S8, but it shared its running gear and sonorous V8 in a slightly detuned state with the new C5 S6. For Audi enthusiasts, though, big news came with the launch of the new S4.
It was unrelated to the first S4 because of Audi’s renaming strategy in 1995. That meant that the new S4 was based on the small chassis B5, and U.S. enthusiasts finally got a taste of Audi’s M3 competitor. Performance came in the form of a new 2.7 twin-turbocharged V6 30V and was mated to either a 5-speed Tiptronic transmission like its bigger siblings or a 6-speed manual. Like other B5s, the S4 made use of the 4th generation of quattro technology driving all four wheels. This utilized a Torsen center differential with open front and rear differentials, both of which employed the ABS sensors to electronically ‘lock up’ the slipping wheels when a speed differentiation was detected. Like other S models, some light revisions to the bodywork and more pronounced exhaust were present, along with polished mirrors and 17″ Avus-design wheels. Most notable was the large front bumper cover with 6 gaping grill covers which hid the twin intercoolers for the motor. With 250 horsepower and 295 lb.ft of torque, you had an all-weather 155 mph warrior. And, it was available as an Avant:
I don’t think we need much of an excuse to look at a clean Audi S8. But in case you haven’t been paying attention, the D2 S8 is one of my very favorite Audi models. It’s also one that I haven’t owned, and at some point I’d very much like to change that. Unfortunately for me, time continues to march on and I feel as though every day the chances of finding a very nice S8 that is the perfect fit for me becomes more remote.
That doesn’t mean that there aren’t some great ones that come up for sale, though, and today’s example certainly appears to be ticking the right boxes. From the last year of production, this is one of the 100 Ming Blue over Platinum models brought to the U.S.. Since only 300 made it here in total, any 2003 is worth a look, but this one is especially nice – and, shockingly affordable: