If I’m honest, neither the outrageous Passat W8 nor the overpriced A4 Avant from Sunday really thrilled in the same way as the 2.7T-swapped B6 Ultrasport build did. Granted, you could just about buy both the Audi and the Passat for the same price as that build, but if you’re going to take on a complicated older fast wagon, there must be some sort of reward for all the risk, right?
Well, not to be outdone, here’s a stellar BMW option. The standard 325xi Touring, while available with a 5-speed manual, isn’t nearly as exotic sounding or performing as the duo from the other day. The M54 2.5 liter inline-6 was about 100 horsepower down on the Passat W8 and they weighed pretty close to the same. BMW also chose to not equip any of the xi models with the M-Sport suspension, either. While the 3-series was substantially cheaper than either the A4 2.0T S-Line Titanium package or the Passat W8 4Motion, out of the box it also didn’t feel as special.
Of course, if you rip it apart and rebuild it with a S54 borrowed from a M3 and a 6-speed from a X3, the story changes a bit…
Fortunately for its seller but unfortunate if you actually were interested in it, the 2.7T-swapped Audi B6 A4 Ultrasport Avant ‘Unicorn Killer’ I wrote up a few weeks ago sold just before I went to press. But that doesn’t mean there aren’t other interesting options out there, and I found two in direct competition (at least, ostensibly) with one another on my local Craigslist.
Here, we have two all-wheel drive wagons from VAG. Both are complicated. Both are reasonably quick. Both have mindbogglingly long names. Both have 6-speed manuals, both originally had MSRPs north of $40,000 and both, predictably, are quite rare to find. But while the mileage on the two is different, their asking prices are within a hundred dollars. So which would you take?
Do you ever wonder ‘What if VW had decided to make the Golf platform develop from the Beetle rather than the Audi 50?‘
Me either. But it’s an interesting thought exercise, and what’s interesting is that we actually have an example of what could have been. That’s because Volkswagen do Brasil did produce a hatchback successor to the Beetle, and here it is – the Brasilia. The Brazilian branch of VW utilized a Karmann Ghia floor, a 1600 cc Beetle motor and borrowed the styling from the Type 4s to create a small 3- and 5-door hatchback.
It was reasonably successful, too – Volkswagen do Brasil reportedly sold somewhere north of 1,000,000 of them over a ten year production cycle from 1973-1982. They were sold primarily in Central and South America, never making it past the Rio Grande officially, but kits of the Brasilia were also sent to Africa. The Brasilia remains the only mass-produced air-cooled rival to the Beetle, amazingly. Today, an absolutely pristine example is up on eBay:
“Youngtimers” have been popular in the automotive news segment over the past few months, as a greater appreciation for cars just turning “vintage” has set the market ablaze. Within that category, automotive collaborations between manufacturers in the 80s and 90s produced some of the most memorable and, consequently, the most sought creations today. There was the Yamaha-powered Taurus SHO, the Mercury Marine-powered Corvette ZR-1, the Porsche-built Mercedes-Benz 500E and Audi RS2, Lamborghini had a hand in the BMW M1, and of course there was the Cosworth-built….everything, from Escorts to 190Es to Audi RS4s and RS6s. But one of the hottest cars from the period was, undoubtedly, the Lotus-built, Corvette-gearboxed Opel Omega/Vaxhaull Carlton twins.
Lotus was majority-owned by General Motors in the early 1990s, which led in part to the “Handling by Lotus” Isuzu Imark and Impulse models. Lotus, in turn, got an engine for their small Elan from the Japanese manufacturer which worked in partnership with GM. But their best work was certainly their last joint venture before GM sold them off to Bugatti in 1993. For the Omega/Carlton, Lotus took the production 3.0 inline-6 and punched it out to 3.6 liters, while fiddling with the 24V head from the Carlton GSi. Then, they hooked it up to a 6-speed manual ZF borrowed from the General’s parts bin. Also borrowed was a limited-slip rear end from GM’s Australian division, Holden. Then, they slapped not one, but two turbochargers on it. Brakes were Group C units employed from AP Racing. The result? A crushing 370 plus horsepower and over 400 lb.ft of torque from the C36GET produced the fastest sedan in the world:
Continuing on my theme of rare European treats, here’s a Jetta you don’t see every day. While the market may have seemed fairly saturated by the 2000s with all-wheel drive wagons – including Volkswagen’s own Passat Variant 4Motion – that didn’t stop VW from bringing a new generation of small wheel drive five-doors to customers. Of course, there had been a Mk.3 Golf Variant Syncro available with the VR6 previously – I looked at one a few years ago:
4WD Week: 1996 Volkswagen Golf Variant 2.9 VR6 Syncro
The Syncro name was dropped for the 4th generation and fell in line with the new 4Motion branding shared with the Passat. However, while the Passat’s longitudinal drivetrain borrowed Audi’s B5 quattro system, the Mk.4 was of course transverse. As a result, the Mk.4’s Haldex system was shared with the Audi A3 and TT. The Golf Variant was also renamed the Bora Variant, and thus was born today’s car. Engine revisions mid-run led to this model: the 2.8 V6 4Motion Highline. While the car is branded “V6” and if you open the engine bay it even says “V6” on the beauty cover, it was in fact a 24 valve variant of the 2.8 liter narrow-angle VR6. Dubbed the BDF and rated at 201 horsepower, that made this a little all-wheel drive pocket rocket 5-door, and just like the R32 we saw it could be mated to a manual transmission:
Continuing on the theme of lightweight, Europe-only specials of a fan-favorite chassis, here’s one I’m willing to bet a fair amount of you aren’t aware of. BMW launched several special variants of the E9x chassis, and we saw some of them – the Lime Rock Park Edition being the most notable – but in total BMW produced a hard-to-fathom 28 special variations of the E9x Ms. As a result, you’re forgiven if you didn’t remember all of them!
CRT stands for “Carbon Racing Technology”, but perhaps ironically it was BMW’s carbon-intensive road cars that led to the model. Spare cuttings from the carbon passenger cells of the i3 and i8 models were recycled and molded into body pieces for this special M3 sedan, while motivation came from the M3 GTS’s upgraded S65B44 V8. Stroked to 4.4 liters and with a lightweight titanium exhaust, the enlarged V8 was rated at over 440 horsepower (20+ over a standard S65B40), while torque was up 30 to 325 lb.ft at a lower 3,750 rpms. BMW produced a total of 68 cars, of which 67 were sold to the public, all in identical Frozen Silver Metallic with Sahkir Orange accented interiors:
Although it certainly added up to more than the sum of its parts, on paper the Porsche 968 was a bit lacking compared to most of its competition. For example, for $2,000 less than the base price of a non-Sport package equipped 968, you could get a twin-turbocharged 300 horsepower Nissan 300ZX packed full of the latest technology. Or the also twin-turbocharged Dodge Stealth/Mitsubishi 3000GT VR-4 twins. Or the sublime turbocharged Mazda RX-7. And while the Supra Turbo came at a higher price, its performance was also on another level. One thing was clearly missing from the 968 package in order to compete.
Porsche’s Motorsport department, under the leadership of Jurgen Barth, solved this problem in 1993 by offering a turbocharged version of the 968 Clubsport. The 16V head was dropped for a development of the 944 Turbo S head and turbo, but the car retained the 3-liter bottom end. This comprised the M44.60 engine. The result was 305 horsepower and 368 lb.ft of torque. Unlike the 944 Turbos, the 968 Turbo S also got the 6-speed manual (G44.01) and 75% locking differential out of the Clubsport, too. Outside, an homage to the 924 Turbo came in the form of twin NACA ducts on the hood, and the Turbo S gained a huge spoiler in the rear with an adjustable center plane. The Turbo S also nabbed 911 goodies in the form of Turbo brakes and 3-piece Speedline wheels. The Clubsport’s 20mm lowered suspension was dropped even further. For good measure, Porsche Motorsport chopped another 45 lbs off the already lightened Clubsport, too. They featured the lightweight Clubsport interior, no rear seat, and few options. The performance figures were reportedly good enough to best 911 Carrera 3.8 RSRs of the period.
As well as anyone can figure, Porsche only constructed 14 968 Turbo Ss – 11 ’93s (VINS ending 061-071) and 3 ’94s (VINS 001, 061, and 062). Because they’re so rare and were never sold in America, in fact, even some Porsche fans on this side of the pond aren’t aware of their existence. They don’t come up for sale very frequently, but -001 is available right now:
Continuing with some 1960s vintage BMW history, we have to of course look at BMW’s major acquisition follow its successful staving off of Mercedes-Benz takeover. That company was Hans Glas GmbH. In the 1960s, this company briefly moved away from its bonds as constructor of sewing machines and licensed Goggomobils to produce some seriously pretty coupes; the 1300 GT and 1700 GT were the first and better known, but the 2600 and 3000V8 were no less striking. Glas employed same tactic as most major manufacturers for the designs, hiring an Italian to pen the lines. It was Pietro Frua who was responsible for the GT’s design, and while neither his name nor that of Glas resonate with the same authority as Pininfarina, Bertone, Ghia, Italdesign and Giugiaro, Gandini or even Michelotti (who produced a very similar design in the Triumph GT6), the combination was nonetheless a beautiful outcome for the German firm.
BMW purchased Hans Glas GmbH outright in 1966, gaining access to their Dingolfing plant and engineering team (incidentally, one of the first to use timing belts!). In the process, BMW’s technology and Glas’s designs merged, giving us the BMW 1600GT. The upgraded Glas 1700 GT offered 100 horsepower, and about 5,400 Glas-branded GTs were produced before the nameplate was eliminated in 1967. BMW produced a further 1,200 1600GTs before retooling the Dingolfing plant for E24 production in the mid-1970s.
Some fifty years on, that makes any of these cars quite rare, so even though this particular Glas isn’t the most pristine out there, it’s worth a look:
The 968 occupies a strange space in the Porsche world. Limited in production, good looking, well-built and with good chassis dynamics and performance, it should have all of the hallmarks of a collector car in todayâ€™s market. Many prominent automobile publications have bashed you over the head with that, too â€“ itâ€™s not just me banging on here. Petrolicious posts an article (the same one, usuallyâ€¦) seemingly every week about the Porsche 968 Club Sport, Hemmings has repeatedly said itâ€™s the best of the breed, and Hagerty told you to get on board last year and buy one. And when Bring a Trailer sold one in late 2017 at $36,250, it seemed 2018 was poised to be the year of exploding values on the 968.
But it wasnâ€™t. Bring a Trailer has, so far to date, failed to present match to that one-off. Itâ€™s not for lack of trying â€“ fifteen came up for sale on the site in 2018, yet none cleared $25,000, and most traded well below that. So here we are in 2019, wondering exactly where the values on these cars will head. But if todayâ€™s example is any indication, things could be interesting:
Stepping even a bit further back in BMW’s timeline, today we have a Neue Klasse Coupe. The E120 was as evolution of the Bertone 3200CS design from the early 1960s, but BMW’s design head – one very famous Mr. Wilhelm Hofmeister – certainly added his own distinctive flair. However, he wasn’t alone – some of the most famous car designers from the period had influence – from the aforementioned Bertone, Giugiaro, and of course Michelotti (designer of the 700 series as well) all had a hand.
While the lines looked exotic, underneath the chassis and drivetrain were borrowed straight from the more pedestrian Neue Klasse sedans. Power came from the venerable 2.0 inline-4 M10 fed by twin Solex carbs. The CS had the higher compression (9.3:1) 120 horsepower version, while the C and CA made due with 100. This was still a huge step for BMW, who lacked the capability to produce the complex body structure on its normal assembly lines. As a result, like its successors the E9 and early E24 models, the 2000C, CA and CS Coupes would be produced by Karmann in OsnabrÃ¼ck. A total of approximately 13,691 were produced between its 1965 launch and the takeover of the 2800CS introduction in 1968.
So, they’re old, a bit quirky-looking by BMW standards, and rare. That certainly makes for the potential for a collector car! And this one is claimed to be a mostly original survivor, to boot: