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Author: Carter

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2011 BMW 1M Coupe

2011 BMW 1M Coupe

Published February 15, 2017 by Carter

Much like the E28 M5, the E82 was a legend before it even hit the market. Press releases and journalists gushed over its superlatives; while most felt it was a return to the classic BMW form, some went so far as to suggest it was the best M product ever. Debate still rages over that and generally fans of each chassis manage to come up with plenty of justification as to why theirs is the most special M produced. However, one thing is undeniable; the 1M might be the only M car to ever immediately appreciate on the market. Perhaps it was the combination of those aforementioned press articles or the limited nature of the model; a scant 983 were produced for the U.S. market over a 10 month production cycle in 2011. As with the E28, color choices were quite limited (though, thankfully more than just black!) – 326 Alpine White III (300), 222 Black Sapphire Metallic (475), and 435 Valencia Orange Metallic (B44) – the model’s signature color. All were mated with the same interior: LWNZ Black Boston leather with contrasting orange stitching. They all featured the same drivetrain specification, too – the boosted twin-turbocharged N54 turned up to 340 horsepower and mated only to a 6-speed manual with a limited slip differential. Wheels were the Competition Package BBS-made Style 359M 19″ options from the E9x. The result was magical:

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Tuner Tuesday: 1986 Audi 4000CS quattro Commemorative Design 20V Turbo

Tuner Tuesday: 1986 Audi 4000CS quattro Commemorative Design 20V Turbo

Published February 14, 2017 by Carter

In 1986, to commemorate the 100th year of the automobile, Audi released a series of designs to celebrate the occasion. The consisted of a series of interior and exterior color combinations which were unique to the Coupe GT, 4000CS, 4000CS quattro and 5000CS sedan. Each car had a different interior (with the exception of the GT/4000CS quattro, which both received ‘Mouton’ red leather) and were available in limited quantities and limited exterior color choices.

Their name, appropriately, was Commemorative Design.

Despite that, the Audi enthusiast world at large insists on calling these cars the ‘CE’ – Commemorative Edition – models, rather than ‘CD’ for the appropriate Commemorative Design. Perhaps this stems from some confusion with the Canadian market, where the 5000CS model was marketed as the 5000CD. Does it matter? Not at all.

The two most desirable of this run were the Coupe GT and 4000CS quattro examples with red leather interiors, especially in Alpine White. Though mechanically no different than the standard models, they always make the collective pants of the B2 community a bit tighter when they pop up for sale. However, this particular one might be close to ‘Not Safe For Work’ level, as in addition to the color scheme it’s got a turned up 2.2 liter 20V turbo under the hood. Is this B2 perfection?

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2001 Audi A4 1.8T quattro Avant

2001 Audi A4 1.8T quattro Avant

Published February 12, 2017 by Carter

Time does funny things to how you view cars. In 2001, I couldn’t have been less excited to see an A4 1.8T, especially in Tiptronic form. It was the car that finally made Audi solvent, granted – and as an Audi enthusiast, that should have made me happy. But it also brought a group of Johnny-come-latelys to the brand, steering BMW 3-Series buyers away from their tried and trusted steeds. I don’t know why this should have bothered me, but it did.

As a result, I sort of swore off the A4 for a long time. It was too heavy, too underpowered, too round. The 1.8T, even rated at an upgraded 170 horsepower later in the run, felt pretty underwhelming to drive even compared to the glacier-slow inline-5s I grew up with. The seats and interior felt cheap even though they looked more modern than the E36 and certainly more so than the B4 and B3 generation. In short, the A4 felt like a gimmick, and while the market bought it, I didn’t.

Fast forward now 21 years since the launch of the B5, and I have a much greater appreciation for the model. It’s on the verge of being vintage in some states (or already may be, depending on your local laws) which is about as boggling to the mind as considering a billionaire a “populist”. The popularity of the A4 led it to be the first “disposable” Audi, so finding a clean and lower mile A4 has become difficult. But they’re out there if you look, and even the ‘lowly’ 1.8T model has its appeal:

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Feature Listing: 1979 BMW 323i Baur TC1

Feature Listing: 1979 BMW 323i Baur TC1

Published February 11, 2017 by Carter

When enthusiasts think of custom coachwork and Germany, one name usually springs to mind: Karmann. Most identifiable for their combination with Ghia’s designs for Volkswagen, Karmann produced not only their eponymous creation Karmann-Ghia in both Type 14 and Type 34 configuration, but also the Beetle convertible. Volkswagen’s association didn’t end there, though, as the first Rabbit Cabriolets, both versions of the original Scirocco and the later Corrado were all built by the firm. So, too, were some of the first Porsche 356, 911 and 912 models, along with the 914. BMW, too, turned to the firm for ‘Big Coupe’ production, from the 2000CS to the E24 6-series. But when it came time to take the top off of their small cars, BMW looked elsewhere.

From Osnabrück BMW headed into the heart of the enemy’s home to Stuttgart, where Karosserie Baur was located. Baur was the company that BMW turned to when plans with Lamborghini to produce the supercar M1 fell through. Baur would later be the home that the infamous Group B Sport Quattro and Porsche 959 were produced in. In short, Baur was responsible for some of the most significant designs in German motoring and has plenty of expertise in factory-quality experience. It should come as no surprise, then, that they were the company that BMW selected to produce the first 3-series convertibles.

Taking the roof off the car seems simple enough; just grab a saw and go, ‘How hard could it be?’ Well, not so fast, as structural rigidity rears its ugly head. Beyond that, in the 1970s government nannies were indicating that the idea of a topless car was going to be outlawed, leading many manufacturers – including all of the major U.S. brands – to abandon the idea. Baur’s solution to the problem was to create a roll hoop ‘Targa’ model, which as we know from Porsche models offered multiple roof positions while simultaneously solving the issue of structural rigidity and occupant safety. But Baur wasn’t able to utilize the ‘Targa’ nameplate, as Porsche owned the copywrite of the title. Baur instead called the new partially topless 3-series the Top Cabriolet, shortened to TC. BMW offered these as a full-factory option and maintained the warranty, as these cars were expensive in period – a 323i like this one hit the market at the equivalent of $18,000 in 1980 (about $53,500 today) and selecting the Baur TC1 option added some $6,000 (about $17,000 today) to the price.

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