Carter, Author at German Cars For Sale Blog

Motorsports Monday: 1988 Porsche 944 Turbo Cup

Motorsports Monday: 1988 Porsche 944 Turbo Cup

Published December 18, 2017 by Carter

Continuing on the 944 theme, there are of course a few transaxles that actually are worth some big bucks right now. The development models – the 924 Carrera GT, GTS and GTR – are pretty well priced out of this world. In the 944 run, the Silver Rose cars are highly valued, too – but value-wise, they’re relative bargains compared to this car. Yet I’ll still claim that this car is a relative bargain compared to its contemporaries. Let me explain.

As a promotional series in 1986, Porsche teamed with Rothmans for sponsorship of a one-make support race series in Canada. The result was the 944 Cup, which ran normally aspirated lightweight examples of otherwise stock 944s in 1986 and 1987. Every once in a while, one of these rare rides (there were only 31 sold) pops up and we’ve covered them before. The big draw on these cars are the lightweight aspect thanks to no sunroof and manual windows, and of course the Rothmans livery.

But the series proved successful and in 1987 Porsche followed up with the more developed, more powerful and more excited Rothmans 944 Turbo Cup. In fact, the Turbo Cup cars were developed for single-race series around the globe – in total, there were 5 series and just shy of 200 Turbo Cup cars produced. Like the prior 944 RC, the formula was pretty simple – lighten a 944 Turbo, leave the engine “stock”, and fit it with race equipment. But Porsche, being Porsche, went a bit above and beyond.

Though the Turbo Cup looked for all intents and purposes like just a 1987 Turbo with racing colors and a cage, the reality was far from that. The engine retained most of its stock components, but Porsche fit magnesium oil pans and intakes to lighten the load. The turbocharger was uprated as well to develop more twist. Magnesium carried over to the transmission bits and even the wheels, which copied the production series designs but were much lighter. Inside the Turbo Cup gained a cage and a Recaro race seat, but lost its climate control, the glove box, the radio console and even door pockets. Power steering and air conditioning were yanked. Gone too were the rear wiper, remote hatch release and power windows. Like Audis from the period, the brake system was anti-lock, but included an on-off switch to disable the system. Bilstein provided upgraded damping, and Porsche also fit larger roll bars front and rear. The result was that they managed to get the road going 944 Turbo down to 1,280 kg (2,800 lbs) while simultaneously making it more powerful.

As some of the most limited 944s out there, and coupled with a popular race series featuring some of the most famous names in 80s sports car racing, the Turbo Cup cars have developed a cult following and bring some of the strongest bids in the transaxle world:

CLICK FOR DETAILS: 1988 Porsche 944 Turbo Cup on eBay

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Velvet Unreserved: 1989 Porsche 944

Velvet Unreserved: 1989 Porsche 944

Published December 17, 2017 by Carter

The takeaway from yesterday’s twin Baltic Blue 944S2s was that, while the model is generally a good bet for collectors, neither of the examples was a stellar buy. But they’re not alone; even though I’ll continue to argue that they’re undervalued relative to what they are, the reality is that many come to market with price tags that are just too high. Even though sellers’ ‘whataboutme’ attitude towards the model is arguably justified, the asking prices usually aren’t.

Yet today we’re looking at another 944. And not a top tier one at that – generally speaking, this particular model is the least appealing of the end of the run. It’s the last-year 8-valve motor, so you can imagine that if the 944S2 was overshadowed by the Turbo, this model was positively left in the dark. You got early 944 appearances with the slightly punched-out 2.7 liter inline-4. That gave you a bump to 162 horsepower, up from 158 in the high-compression 2.5 from the previous year. That didn’t sound like much, but with revised gear ratios and a healthy bump in torque, these ’89s are claimed to be the quickest of the 8V normally aspirated run. But without a “S”, “S2”, or “Turbo” script adorning its rear, and with the 924S gone to greener second-hand dealers, the regular old 944 assumed the position at the very bottom of the totem pole in the Porsche lineup.

So why buy it?

Simple. Price. It’s very easy to forget just how darn expensive Porsches were in the late 80s – even the 4-cylinder ones. That was why the 924S was so appealing. Sure, it wasn’t the glitziest Porsche out there. But it was also the only one you could buy new in the $20,000 range. By 1989? If you wanted a Turbo, you’d pay the best part of $45,000 delivered. The S2 wasn’t much better, ringing in at registers as $42,000. So it’s there that you can start to see the appeal of the base model, which had most of the look of the higher-spec models but could be yours for $33,000. Today? It’s the same deal:

CLICK FOR DETAILS: 1989 Porsche 944 on eBay

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Double Take – Both Baltic: 1989 Porsche 944S2

Double Take – Both Baltic: 1989 Porsche 944S2

Published December 16, 2017 by Carter

Update 12/18/18: After apparently selling last year off of eBay, the second of this duo has returned for sale with a new seller, new photos and a higher $17,500 asking price.

I’ve been ignoring the 944. It’s not that I have changed my opinion, or no longer love the thorn-in-Porsche-purists collective sides. But after spending plenty of time telling everyone what an incredible value the 924/44/68 series are for a while, I just capitulated that the market was unwilling to lift these well-built sports cars to a level which they deserve to be. Or, at the very least, I really felt like they should be on level footing with models that were their contemporaries; the Turbo, for example, which still regularly trades well below Quattro and M3 prices despite superior performance.

Yet while my attention swayed, some light has been shed on the model. As insane prices continue to reign in Munich and the Quattro has begun to rise precipitously over the past year, what was once a sure-bet value has commenced rapid appreciation – at least, in some cases. The high-water mark recent was just set with a 66,000 mile Grand Prix White 968 Coupe which sold for $36,250. That’s big money for the big four-cylinder. While not every single example is going to similarly take off, the writing may be on the wall.

So today I’ve got two 944S2 models to consider. Down on power (211 v. 237 with VarioCam) and a gear from the later model, they’ve always played second-fiddle to the Turbo S/89 Turbo models and the updated 968. Both are presented in the neat color of Baltic Blue Metallic. One is pristine, and one’s more of a project. Which is the one to grab?

CLICK FOR DETAILS: 1989 Porsche 944S2 on eBay

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2003 Audi RS6 with 23,500 Miles

2003 Audi RS6 with 23,500 Miles

Published December 15, 2017 by Carter

Update 12/15/2017: This RS6 remains available with 400 more miles and a further $6,000 price reduction to $41,999 – down substantially from the original $59,000 ask.

If yesterday’s post on the Audi 4000CS quattro represented the genesis of my love for the brand, if I’m honest the C5 RS6 was the start of where I started to question the choices of Ingolstadt’s design. It wasn’t that the RS6 wasn’t a hugely impressive car; though they seem pretty new still, this amazing ride is over halfway towards being considered “vintage” in some states. 14 years has passed since the original owner plunked down the heady $80,000 for what was briefly the world’s fastest production sedan. Audi brought two turbochargers to the Cosworth-built 4.2 liter V8 party, offering 450 horsepower, sub-5 second 0-60 times and a car that would easily bump into its 155 mph regulated top speed – and it came to America!

Consider, for a moment, that in 2002 when this car was ready for launch, the car that had existed 15 years before that was the very 1987 4000CS quattro I wrote up yesterday.

It was a monumental leap for the company into the throes of the top-tier performance sedans, but alas, it was a war of escalation that hasn’t stopped since. Audi has already announced that the new RS6 will have a gazillion horsepower and may even come here. In response, BMW has promised to up the new M5’s power to no less than whatever Audi produces, plus 50. To me, though the newest and biggest and baddest sedans are certainly mind-boggling, none of them really appeal to me in the same way the 4000CS quattro did. The 4000CS quattro had been a car I could conceptualize owning downstream of the original owner (maybe I’d even be the second owner?), but the RS6? It’d have to be many years and many ownerships before I could even hope to own one. And then, did I really want a seriously complicated car that hadn’t been well maintained?

Of course, if you’re not like me (a blessing for you, I’m sure!), maybe you love the RS6 and have always wanted one. And, I assure you, there is not a better example than this one for sale. The only problem is, if you have to ask….