Motorsport Monday – Derek Bell Signature Edition Porsche 962 #0

I have to admit, I was a little disappointed last week that more of you weren’t interested in the SRP2 Picchio I wrote up. What a deal that car was as a track weapon! But I get it, not everyone likes an unknown race car. Well then, how about a very well known race car that’s been turned into a road car? If this doesn’t get your interest, you need to talk to your doctor and check your pulse. That’s because today we’re looking at a road legal Porsche 962.

The exploits of the 962 are pretty well known, but to those who don’t, this is one of the most winning endurance prototypes ever developed. Capable of 6 minute Nurburgring times and 250 mph at Le Mans, the 962 was a dream car in the 1980s and remains so today. Getting to see one of these cars in the flesh still gives me goosebumps – it’s as if a Titan has come to Earth to grace you with its presence. Not content with leaving these cars only to race, there were several different road-legal versions produced – Dauer, DP Motorsports and Schuppan all made versions. In the heady supercar times of the late 80s, someone decided to give it another go and slap 5 time Le Mans winner Derek Bell’s name on it. While the production run never came to be, the prototype is available today, ready for you to pop some number plates on it:


Year: Does it matter?
Model: 962
Engine: 3.6 liter twin turbocharged flat-6
Transmission: 5-speed manual
Mileage: probably not many miles
Price: 324,995 GBP ($503,449.75 today)

CLICK FOR DETAILS: Porsche 962 Derek Bell Signature Edition at Malton Specialist Cars Ltd.

Engine Capacity:
5 Speed 962 Manual
Body Style:
Long Tail

In stock now is this amazing road registered Porsche 962. Built at a cost of around $2 Million USD this astonishingly quick road car is based around an aluminium Fabcar monocoque with integral rollcage believed to have been built for the Dyson Racing IMSA team in the USA who prepared and raced Porsche powered race cars. On top of this chassis is a full carbon fibre long tailed body.

Engine wise the standard 962 2.8 litre unit would be no good for road use so instead the car is fitted with a twin turbo 993 GT2 engine running 580 BHP and giving a colossal 741Nm of torque. When the car weighs just 830kg that equates to around 700 BHP per tonne. To put this figure into perspective the iconic McLaren F1 is 550 BHP/tonne, a Carrera GT is 442, a Pagani Zonda C12S is 437 etc. For long distance endurance the car features a 120 litre fuel tank.

This power would be pointless if the car didn’t handle and stop well enough, to that end the car is fitted with top quality Koni adjustable suspension with hydraulic adjustable ride height (it will go up quite steep drives and speed bumps without issue). Stopping is taken care of by monster 350mm floating Brembo brakes with adjustable bias.

Interior wise the car has two leather bucket seats with Willans harnesses, it features aircon to keep the cockpit cool, parking sensors, an intercom system for driver and passenger comfort and electric mirrors. A removable steering wheel makes entry and egress from the vehicle much easier.

For track use the car features air jacks, a fire extinguisher and towing straps front and rear.

This has to be the ultimate fast road or track car which is as thrilling to drive as it is superb to look at.

The racing legend Derek Bell put his name to the car which was planned to be manufactured in greater numbers, the inside of the door shut bears a copy of his signature and the build number 00.


The history of most 962s is pretty difficult to follow. Many were raced, crashed, rebuilt, modified, or re-tubbed. On top of that, not all 962s were built by Porsche – Kremer, Fabcar, and Andial among others all built versions of the 962. Fabcar was one of the few that received factory chassis numbers, and this particular example is a Fabcar built tub that was originally intended for Dyson Racing. You may remember me mentioning Fabcar as the firm contracted to build the 944 GTR I wrote up in July. Fitted with a longtail body and a more-reasonable to run on the road GT2 twin turbo motor, this 962 certainly looks the part, though I have to admit it looks a bit naked without all of the normal graphics. Without those graphics one is also reminded how slab-sided these cars were, and just how big that long tail was.

Of course, this car isn’t for everyone. It will be difficult to get it imported and registered in the US. It will be very expensive to run. You’ll need a pit crew to change tires. It has zero ground clearance. But, it does have a parking brake! So, if this is impractical as a road car, why are we writing it up? Well, if you haven’t been following the market (and you would be excused…), getting into a 962 will set you back – a lot. Buy a not particularly sucessful or well maintained 962, and you’ll be out 1 to 1.5 million. Want a winning car? Better have more than 2 million available. So, at $500,000, this car is a bit of a deal! $500,000 is about $100,000 more than some of the best Carrera GTs are fetching these days, but pull up next to one in this and I can guarantee what the crowd will be swooning over. And if you wanted to race it, PCA would recognize this as a legitimate Porsche and I would wager that with some convincing, you could even run it in some historic events, though that would likely require a motor change. Unfortunately for all of us, you’re not likely to ever see this car, and even more unfortunate is that this car will doubtfully ever be run on roads again. But haven’t you always wished you could drive one of those fantastic prototypes from the 1980s down to your local car meet to impress all of your buddies? I sure did, and because of that, I’m thankful that this car exists at all. A man can dream!


Motorsport Monday – 1999 Picchio SRP2

Few things make me happier than seeing Martini Racing stripes on a car. There were several versions, and all of them are awesome. That said, as I showed the other day with the 1977 Porsche 924 Martini Racing Championship Limited Edition, those stripes can show up on cars that don’t have much in the way of sporting credentials. Thankfully, that’s not the case with the example that sports some of the most famous stripes in German racing history. While not the top tier of prototype racing, the SRP2 class was still a formidable race class with sub-2,000 lb weight and 400 horsepower stuck to the ground with racing slicks and downforce. Although the chassis was built in Italy by Picchio, this SRP2 was powered my a race modified S50 M3 motor and ran with BMW Roundels adorning its nose and tail. Not as successful as the more powerful contemporaries like the Ferrari 333SP, it’s consequently not worth quite as much when they come to the market, as this one has today:

Year: 1999
Model: Picchio SRP2
Engine: 3.0 liter inline-6
Transmission: 5-speed manual
Mileage: N/A
Price: $79,900

CLICK FOR DETAILS: 1999 Picchio SRP2 on


The Italian race car manufacturer Picchio produces racing cars and supplies research and technical assistance to racing teams and manufacturers worldwide. Picchio has raced in the Sports Racing World Cup, later known as the FIA Sports Car Championship, as well as in the U.S. Grand American Series, most recenty in the Daytona Prototype class. This Picchio, MB1, was constructed in 1999 and was sponsored by and wore the world famous Martini livery reminiscent of the great Sports Racing and Formula One cars of the 1960’s until the 1980’s. Gianni Giudice and Raffaele Raimondi first raced the Martini Picchio in the FIA Sports Car Championship at the 500km of Monza. The Picchio finished 4th in class and 9th overall, behind four Ferrari 333SP’s. At Spa the Picchio was unable to finish but at the RAC Tourist Trophy at Donington, the Picchio came 4th in class and 15th overall in front of 18,000 spectators. The Martini Picchio was running a close second at the Sports Racing World Cup at Brno when a wheel nut problem sidelined the car. In 2000 the Picchio was entered by GPM Racing with works support and driven by Mauro Prospero and Angelo Amadori. At the Aprimatic Trophy Race at Monza the car was able to achieve its first podium with a strong 3rd place finish. Other races entered that year include Catalunya, Spa, Donnington as well as Brno where it finished 7th. The car was then brought to the United States with its sister car to compete in the 2002 Grand American Road Racing Series with the very successful G & W Motorsports Team. The team was managed by the 24 Hours of Le Mans winner Price Cobb. Research to date indicates that this chassis, MB1, was used as the test and promotional car to help introduce the Picchio brand into the United States. The sister car, painted a bright yellow, achieved multiple podiums with drivers Darren Law and Andy Lally including 2nd place finishes at the Nextel 250 at Miami Homestead, the Yamaha Indy 400 at California Speedway and the United Auto 200 at Pheonix. The Picchio also finshed 6th in class at the Rolex 24 at Daytona. Picchio later became the first foreign manufacturer to be approved to construct cars for the Grand American Series new Daytona Prototype class. Because of its use as a test/ promotional car in the U.S. This Picchio has relatively little race time on its chassis/ engine/ gearbox. It was last exercised at the Italian Cars at Daytona event in November where it was easily the quickest car there running 1:57’s with a middle aged amateur driver on Hoosier grooved tires. The Martini Picchio is constructed of tubular steel with riveted and glued aluminum monocoques and the bodywork is fiberglass. The engine is a BMW M series 3 litre six cylinder built by Amaroli Racing Engine in Italy and produces about 420 horsepower and has very good compression and leakdown numbers. The gearbox is a five speed Hewland FT200 that was very recently completely refreshed including a new clutch assembly. The car comes with no spares but all parts are available in the U.S. at Shawn Bayliff Racing in North Carolina. The car retains its striking and original European Martini Racing livery. This Martini Picchio has demonstrated speed and success and was among the quickest of all the cars in its class in both Europe and the Untied States. The BMW powerplant ensures that running costs will be low and reliability will be high. The Picchio is a very special and fantastic looking and driving historic racing car that can be acquired for a fraction of the cost of similar historic endurance racing cars. It also happens to be among the few, if not THE last of the Martini sponsored cars. By having FIA international racing history, this would allow the car to be eligible for most historic racing series wordwide. This is an investment level car that will provide great ownership and driving pleasure at a very low entry price in addition to low running costs. $79,900 US DOLLARS car is located in Vero Beach, Florida. USA. International & Domestic shipping gladly arranged. Showroom Hours: M-F 8:30 am to 5:00pm is proud to partner with
You may purchase this car directly by visiting our website or call 772-299-9788.
Gianni Giudice and Raffaele Raimondi first raced the Martini Picchio in the FIA Sports Car Championship at the 500km of Monza. The Picchio finished 4th in class and 9th overall, behind four Ferrari 333SP’s. At Spa the Picchio was unable to finish but at the RAC Tourist Trophy at Donington, the Picchio came 4th in class and 15th overall in front of 18,000 spectators. The Martini Picchio was running a close second at the Sports Racing World Cup at Brno when a wheel nut problem sidelined the car. In 2000 the Picchio was entered by GPM Racing with works support and driven by Mauro Prospero and Angelo Amadori. At the Aprimatic Trophy Race at Monza the car was able to achieve its first podium with a strong 3rd place finish. Other races entered that year include Catalunya, Spa, Donnington as well as Brno where it finished 7th.

Performance Data

Class: FIA SRP 2


Engine Builder: Amadori Racing
Manufacturer: BMW
Type: 6 cylinder
Displacement: 3,000cc
Horsepower: 420

Fuel System

Fuel Cell


Manfacturer: Hewland
Type: FT 200


Construction: Fiberglass


Type: Alloy skinned tube frame
Builder: Picchio
Front Suspension: inboard shocks
Rear Suspension: inboard shocks
Brakes: AP Racing
Wheels: Speedline Corse




While $80,000 may sound like an awful lot of money to spend on an old, outdated race car, in my opinion it’s a bit of a deal. I’ve been going to the track for years, and watched countless souls (myself included) spend lots of money to make their road cars into race cars. Let’s say you want to buy and track an older M3. Yes, the entry price will be lower, but soon you’ll be trailering it, putting a cage in, upgrading everything imaginable, and guess what? You’ll spend the same amount, if not more, and you’re car won’t be anywhere close to as fast as this thing car will be. Plus, you’ll have completely ruined a perfectly good road car. Why not be more environmentally friendly, and buy a used race car?

In all seriousness, yes, it will cost more to run a car like this, and no, it’s not for beginners. But, you could have one heck of a ride around the track at your local event and blow everyone’s doors off. If your budget was slightly higher, you could look into running it at vintage race events, because as an ex-FIA raced car, it’s sure to be eligible though it may not be competitive – you’d likely be running against some older Group C cars. Imagine the stories you’d have to tell your friends, though – “Yeah, Bob, so I was running door to door with one of the Rothman’s 962s when the Nissan R90Cs came ripping by both of us!” That sure beats most of my track stories.

The car looks to be in great condition and not used up with some recent servicing thrown in. The Speedline alloys are some of my favorites ever raced. And did I mention it has Martini Racing stripes? The cheapest way to build a great race car is to buy one that’s already done. I’d love to turn this down a notch by installing a stock S54, put some more affordable and harder wearing rubber on it, and still blow away everyone at the club track events while having it even a bit more cost effective. When that gets old, turn it back up to 10 with the racing motor and go to the vintage racing. In prototype terms, it doesn’t get much cheaper than this – and there are very few cars that you could buy for this amount that would be faster around a track!


Motorsport Monday – 1974 Porsche 911 Carrera RSR replica

In the 1970s, Porsche was on a racing high. It seemed wherever they went and whatever they produced, they won. The focus on motorsport and development through racing lead to some notable production based racers and crossover technology. In 1973 Porsche released the legendary 911 Carrera RS, a homologated race car that could be road registered. Through 1974 it received many upgrades that made it more competitive as a race car, but ultimately the factory saw an opportunity to take even the hard-edged RS to the next level. Thus was born the 911 Carrera RSR, the Rennest of the RennSport models. Running 917 wheels and brakes with lightened panels resulting in a sub-2,000lb curb weight and a 3.0 flat six pushing 330 horsepower, these cars were formidable racers that competed against tube frame F1 engined cars – and won. Highly sought after but with less than 60 produced, finding one to buy is both a pricey and difficult proposition. However, many of the pieces are available to make a recreation, just as today’s example is:

Year: 1974
Model: 911 Carrera RSR
Engine: 3.8 liter flat-6
Transmission: 6-speed manual
Mileage: N/A mi
Price: $150,000

CLICK FOR DETAILS: 1974 Porsche 911 Carrera RSR replica on

Ground Up-Scratch built from a 1974 coupe,no expense spared to build this new,classic and fast RSR.Over $190k invested.Only 25 race hours on the car.Build sheet and extensive photos available.
Performance Data
• Weight: 2035 lbs
• Engine Builder: Porsche
• Manufacturer: Porsche
• Type: 911 RSR
• Displacement: 3.8L
• Horsepower: 402
• Torque: 279
• Heads: Camfer
• Connecting Rods: Carrillo RSR
• Pistons: 3.8 Supercup
• Camshaft: Ultra Race Cams
• Clutch: RSR
• Pressure Plate: RSR
• Flywheel: RSR
• Total Time: 10 race hours
Fuel System
• Fuel Cell
• Manufacturer: ATL
• Age: new
• Capacity: 17g
Oil/Water System
• Oil Cooler: 935
• Manfacturer: Porsche
• Type: G50
• Gears: 6
• Shifter: Hargett
• Trans Cooler: 935
Rear End
• Differential: Torque Diff
• Construction: steel/fiberglass
• Condition: excellent
• Front Suspension: 935 RSR strut monoball billet
• Rear Suspension: 930 set up
• Shocks: JRZ 1231 3 way
• Wheels: Penta/BBS 917 11.3×16 14×16
• Tires: Hoosier
• $10k of spares


Looking at those rear wheels should qualify as a religious experience. It’s a stark reminder that this was a time when there were no computers to control wheelspin, slip angles, and brake lockup. Determined to prove to the world that a 30/70 weight bias would work, Porsche put massive flares which just barely contained those nearly square wheels and a giant rear spoiler – the origin of the loved 80s “Whale Tail” spoiler that would adorn so many Turbos. This car has been faithfully re-created where necessary and important, but upgraded in all of the right areas – the G50 transmission is a great addition, and who wouldn’t need 20 percent more power and modern rubber to keep it planted? Read through most advertisements and run across the phrase “no expense spared” and they’re usually suspect, but in this case it’s hard not to believe. The car looks amazingly good and shockingly clean for a race car – check out that engine bay! I even love that they used a correct 1974 chassis as a basis, since many replicas use an easier to obtain newer car retrofitted with earlier panels.

At $150,000, this isn’t a car for everyone. It won’t be as fast as newer Cup Cars around a track. It won’t be easy to drive. It won’t even be cheap to run. However, this is very much the case of you couldn’t build it for the sale price. You could run $50,000 building the proper engine alone! What appeals to me about a car like this, though, is that it has a presence about it that the newer cars just can’t replicate. Pull up anywhere with this and you’re guaranteed to have a crowd. Then, take a moment to consider what it would cost to own a real one; the last that came up for sale was Emerson Fittipaldi’s IROC racer in the $800,000 range. In 2012, the 2.1 turbo RSR “Baby” sold for $3.25 Million. And the reality is, at that price would you really even want to drive (never mind race) one of those irreplaceable cars? Not likely. This then, is the way to have your cake and eat it too – look like a million bucks, have a million thrills, and don’t be (too) afraid to write it all off. To me, that’s a deal – now, anyone know what organs I can live without that would generate $150,000?


Shark Week – 1980 BMW 635 CSi FIA Group 2

Edit 2017: Updated advertisements of this car indicate it is a recreation of the original, and still for sale for 190,000 Euros

I spent a solid chunk of my childhood dreaming of cars like this. In fact, I bet if I went through some old notebooks from high school and college, a poorly drawn likeness of just this car would be scrolled in the side margin. As Clarkson would say, this car is pure “strong pornography”. I still feel that all cars should have wide tires, big chin spoilers, wide flares, a roll cage, side exit exhaust, and stripes and sponsor graphics all over them. There are few things to me that look more “right” than the fat-flared race cars that the FIA helped to create. BMW is known for quite a few of them, but the FIA rules created some memorable models from every German marque. Heck, even Opel got in on the action. Touring car racing in the 1970s and 1980s was more stock-based than today’s carbon fiber tube frame bespoke race cars; imagine that there used to be a time when the cars that were racing were actually based on cars that you could buy! Amazing concept, I know.

In the early 1980s, the FIA changed the grouping rules for all race cars, including touring cars, in order to keep them closer to the specification of their market counterparts. Previously the rules had allowed companies to take advantage of loopholes. Slantnose Porsches? That’s because the FIA rules didn’t specify that the headlights had to remain in the stock location. The same went for fender flares and spoilers, and the late 70s saw some impressive displays of aerodynamic tweaks. Before they all went to pasture, though, BMW decided it should go racing with the new E24 chassis to replace the 3.0 CSLs that had raced and won in the European Touring Car Championship. The new 635 CSi Group 2 was born, and while it didn’t appear to be quite as much of a wild child as the “Batmobiles” had been, it wasn’t a slouch by any means. With a reported 300 horsepower, 1100 kg weight, wheels so wide they required additional fender flares to tuck them under the body, the new 635 CSi was a potent contender in the ETCC. However, rules changed in 1982, and more strict regulations of the renamed Group A cars meant the wild flares went away. As with any obsolete race car class, the remaining examples were sold off, to be raced and modified by their privateer owners. Finding an original car outside of the factory is therefore pretty rare and finding a fully restored original spec car is just about impossible, but we stumbled across just one such example in Luxembourg – today’s 1980 Group 2 635 CSi:


Year: 1980
Model: 635 CSi FIA Group 2
Engine: 3.5 liter inline-6
Transmission: 5-speed manual
Mileage: TBA miles
Price: TBA

CLICK FOR DETAILS: 1980 BMW FIA Group 2 635CSi at Art and Revs

BMW 635 Group 2

Price : Please call

For more details, contact us directly on +352 661 700 777
To be contacted by email


I know, the amount of information provided by the seller is overwhelming. Despite this, I did a little digging and this car appears to be a car that was run in 1980 and 1981 by a driver named Dieter Schmid. It seems it was originally run by BMW Italia, then purchased by Mr. Schmid and run independently in the colors it is now presented at the 1981 ETCC Grand Prix of Brno where it finished 6th. Schmid finished 3rd at the ETCC Pergusa race, what appears to be its last official race and also its best result. I was able to find one photo of the car from Brno in 1981, courtesy of It’s not clear at this time what happened to the car after 1981, but perhaps that information is forthcoming. As it is presented now, the car appears to be completely restored to original or better than original condition.

Now, the value. This is the tricky part. Few of the original Group 2 BMW 635s survive, and most that do were modified at some point. The last one that came up to auction was the much more famous Jim Richards JPS ATCC car, itself modified from the original spec. It was estimated to sell between $180,000 and $200,000, but by all accounts that estimate was high given the condition of the car. With a good restoration and in good running condition, but without serious race provenance, I would guess the value of this car in the $150,000 to $180,000 range, but my guess is the ask price will exceed that. Because they weren’t as successful, the Group 2 635 CSis don’t command the prices of the 3.0 CSL race cars. These cars are now eligible for all sorts of vintage racing series and are loved wherever they show up. Running the original motor won’t be cheap, but then the car itself isn’t particularly cheap, so $50,000 engine and transmission rebuilds probably won’t scare the potential owner away. Although this car appears to be in show condition, I sincerely hope the new owner has the fortitude to drive the car on the track, or at very least do some Goodwood Festival of Speed appearances. We’ll keep an eye on this one and when more information on this Megashark becomes available, we’ll update everyone.


1978 BMW 320i

Before you start in on me, I feel the way I assume most of you reading this feel about the word “Stanced” – it makes me cringe. Images of so-low-they’re-barely-drivable VW Golfs rolling on 20” Mercedes wheels immediately pop into my head. To the current generation, “stancing” seems to be the 1980’s equivalent of the “dipped” look – remember the color-coded wiper arm ads in the back of Road and Track? I hate that look too. So what are we doing here? Well, occasionally a catch-all term falls onto cars that don’t really accurately fit the description. I think this BMW 320i is a great example of that; a car labeled with the terms “flush” and “stance”, but don’t judge the book by its title yet:


Year: 1978
Model: 320i
Engine: 2.5 liter inline-6
Transmission: 5-speed manual
Mileage: 42,000 mi
Price: No reserve auction

CLICK FOR DETAILS: 1978 BMW 320i on eBay

Here is your opportunity to purchase a very rare and unique Pastellblau 1978 BMW 320i with 6 Cyl swap! Bid with confidence! I have sold many rare, high end, Cars and Motorcycles with zero complaints and 100% positive feedback. $.99 opening bid, NO RESERVE!

Auction Ends Sunday August the 4th @ 6:30 PM PST

Listed here is a rare 1978 BMW E21 320i, heavily modified. Former auto-cross car, current Stance car.

Up for a no reserve auction is a 1978 BMW 320i in rare Pastellblua (originally a 2002 color and only produced by BMW for one year in the E21 body). This car was originally built with performance in mind as it was a former autocross car/ daily driver. A rebuilt (~42k miles on rebuild) M20B25 inline 6 out of a 1987 325is was swapped into the car giving it an amazing amount of power. The rear sub-frame was swapped with a modified E30 sub-frame along with a limited slip differential and euro 323i rear disc brakes. A pair of (big 15″ wheel version) 4 piston Wilwood front brakes with two piece rotors and stainless braided lines give this car amazing braking power. The car then was built into more of a “stance” car for lack of a better term. The car sits very low right now on custom Bilstein Coilovers. The car could easily be raised to a more reasonable height. E32 7 series wheels where tastefully fitted to the car using billet 5 lug adapters/spacers which give the wheels a perfect flushed offset. At first glance most people think the car is on Ronel Turbo wheels. Euro bumpers and a BBS front lower spoiler give the car a clean aggressive euro look.

The car presents itself very nicely but is not a perfect car by any stretch of the imagination. It’s in that area of not to clean to daily drive but clean enough to really turn heads. The car gets an absurd amount of attention so be ready for conversation most everywhere you go. It was entered in a stance show a little while back where it won first place in its class. Listed below is a complete (to the best of my knowledge) list of what’s been done to the car. I cannot say if any internal motor mods where made from it’s autocross days (ie. cams, head work, pistons etc.) The car is a very strong runner and will surprise you with how much power is on tap. I would recommend the normal routine maintenance items such as plugs, wires, cap, rotor as I am unaware of the last time these were done. I did do a rear diff flush and new synthetic fluids with LSD additive. Custom length axles were made to accommodate ride height (I recently repacked all 4 cv joints). For how low the car sits the ride is surprisingly soft with almost no bounce and it handles like a go cart. It’s an absolute blast to drive! Transmission shifts through all gears smoothly and the clutch feels solid. I am unaware of what the front seats where swapped from but are not original to the car. They are on custom brackets which still allow front to back slide.

Please take your time and inspect the pictures below as they accurately represent the condition of the car.

1978 BMW 320i
Rare Pastellblau Color
M20B25 6cyl swap (~42k miles on rebuild)
Matching 5-speed transmission
Wilwood front brakes (4 piston, two piece rotor)
Borla muffler
True cold air intake w/cone filter
Front mounted electric pusher coolant fan
Racing Dynamics Front Stress bar
30mm Front Sway bar
Rear sway bar
Stainless Steel brake lines
Euro 323i rear disk brakes
Bilstien coilover suspension
Modified E30 Rear Subframe
E30 Limited Slip Differential
Custom Shortened axles
Hella Euro headlights and fog lights
Clear front corner markers
Poly rear diff mounts
Custom fiberglass front
kickpanels and rear shelf
1/4″ steel skid plate on oil pan
OHA Trunk Lid spoiler
Battery relocated to trunk
Exide Sealed batter
Trunk mounted battery kill switch
Front and Rear Euro Bumpers
Power steering delete
BBS Front spoiler
OEM E32 7 Series chrome wheels
Billet 5 lug adapters/spacers
Clear corner markers

Car is not perfect (the pics below show the true condition of the car)
Sunroof leaks
Chrome has started flaking in areas of the Wheels
Center fog lights not currently hooked up
No radio/speakers in the car
Front air dam has been repaired (look at the pics)
No carpet
Dash is cracked

If you have any questions feel free to shoot me an email and I will get right back to you. Please continue to check back on this auction, I will add addendum’s on the bottom if there are more mods I forgot about or issues with the car.


To me, this is a really interesting car. It grabbed my attention because with the 750i alloys it looks like a 7/8ths scale version of a Schnitzer Group A 635CSi– one of my favorite touring car racers. It not only has the looks though, with a set of serious performance upgrades. The best of these, of course, is the M20 transplant, but extends to suspension, drive train and brake upgrades. There sure is a healthy dose of track or autocross equipment tacked onto this car. That probably also means that it’s been thrashed for some amount of time, but what older performance BMW hasn’t?

Okay, so this isn’t a car for everyone. It’s a mixed bag; part autocross, part 323 clone, part “stance” car. It looks a bit tired, I admit. But let’s say this car sticks below $5,000. At that price, it would seem to be a great alternative to a 2002 or E30, no? There are some neat harder-to-find parts there, like the BBS front spoiler and Euro bumpers. I love the Pastel Blue as a nice alternative to the E21 standard white, silver or black. Raise the coilovers up a touch, repaint the wheels silver, fix the drippy roof, and you’d have yourself a fun occasional car that you could autocross or track drive if you wanted. In comparison to the 02 and E30, the E21s still seem pretty low and obtainable on the BMW tree of value. The design has matured well, so expect to see values on nice examples of these cars climb over the next few years. Maybe this isn’t the best example in the world, but it sure looks like you could have some fun with a sprinkling of style for not much money here.


1936 BMW 328

BMW fans, here’s where it all started. You may think the 2002 started it all, but in reality, the 328 was Genesis. Truth be told, BMW was quite successful in the 1930s and before in the motorcycle scene, and indeed was a well regarded manufacturer of airplane engines. But in the changing climate of German politics in the 1930s, it was clear that the government wanted to steer the population away from its chosen method of transportation – motorcycles – and towards automobile ownership. To this end, BMW’s main competition at this time, Daimler-Benz and Auto-Union, were quick to enter into the premier form of Grand Prix racing in order to promote both the government’s agenda and their own technical superiority in automotive engineering. Thus would be born the legendary Silberpfeil – the Silver Arrows of Grand Prix racing. Behind the scenes, BMW pursued a slightly different course, and as the Italian and French automakers fled the all-conquering German Grand Prix cars in favor of sports car racing, BMW took them on with their newly designed 328 sports car. Few survive today, but every once in a while one comes up for sale, such as this silver example today:


Year: 1936
Model: 328
Engine: 2.0 liter inline-6
Transmission: 4-speed manual
Mileage: “10” mi
Price: $350,000

CLICK FOR DETAILS: 1936 BMW 328 on eBay

Before we proceed to the details about this truly work of Art and Craftsmanship I felt to share a little history about the uniqueness of the 1936 BMW 328 Roadster. Enjoy reading it ………..

……………….”A small brochure circulated among a select group of people in late 1935 revealed the existence of a new 2-litre sports car to be known as the “Typ 328”. The description of the car was deliberately low-key and avoided giving any performance or speed figures. The brochure was intended purely as an appetiser for “friends of the company”; there was no announcement in the press.

Journalists were left open-mouthed when they set eyes on the car for the first time in the Nürburgring paddock on 13 June 1936. There, Ernst Henne was preparing to race the 328 in the International Eifel Race the following day. The motorcycle world record holder roared away from his rivals off the start line and soon left the rest of the field trailing in his wake with a phenomenal average speed of 101.5 km/h. This show of strength from the 328 had commentators purring about the future of the German sports car. However, few could have guessed that they were witnessing the dawn of a new era.

Of the 464 examples of the BMW 328 ever built, only around 200 have survived, some 120 of which are in Germany. Many still take part in historical races to this day. And cars from BMW Classic’s own collection can regularly be found in the thick of the action – often with illustrious figures at the wheel. Indeed, in 2003 Sweden’s King Carl XVI Gustav teamed with Prince Leopold of Bavaria for the reborn Mille Miglia – now run as a regularity test – in a BMW 328 Touring Roadster.

To be reminded of just how potent the 1940 cars still are today, you need only witness their journey to Italy for the event. There is not a transporter or trailer in sight; instead, just as they did 70 years ago, they travel from Munich to Brescia on their own power. And even more impressively, they complete the journey on a single tank of fuel; then, as now, the engines were not only powerful but also efficient. The drivers and cars can encounter a wide variety of weather conditions en route to Brescia and during the event itself, but nothing can dampen the spirits of the drivers and cars alike. Whether they’re basking in 27 degrees Celsius on the Adriatic or shivering just above freezing in the snow and mist of Monte Terminillo, the teams experience everything the Italian climate can throw at them. And today, just as they did back then, they power to victory in sumptuous style.”…………………..

Amazing ,isn’t it? Now about this beauty, she spent most of her life in a great and loving care of a Pre-War Era Car collector and Restaurateur Garage. Recently finished “open check book” restoration brought back her to life and old glory, as you can see on the pictures. Ready for racing or to be be part of the most discriminating collectors collection. I’ll assist with shipping and insurance if needed. Please email for questions ,serious bidders only! Thank you.


While the E30 M3 certainly was a successful race car in its own right, the 328 was no slouch. The list of wins is simply incredible. How about both class and overall wins at the Mille Miglia? Fifth overall at Le Mans? RAC Tourist Trophy? 100 class wins in one year? The 328 defined a history of success that BMW would continue after the war. More surprising is how successful the 328 was given that BMW engaged in little automobile racing prior to its construction. These successes were just about the equivalent of saying “You know, I think today I’ll start riding a bike” and then winning the Tour de France in the next month. While there are a few BMW models that exceed the value of the 328, I’d argue there is not a model which was more significant to establishing the brand. Quite simply, the 328 put BMW on the European map as a performance car company.

Now, as to value, that’s tough to judge. What do you compare it to? The Alfa Romeo 6C 2500 SS Spider? $500,000 or more, if you can find one. The Maserati 4CS-1500? Close to $1,000,000. Perhaps the Bugatti T55 Super Sport? That would set you back the best part of $2,000,000 plus. So, why the lack of value on the 328? At $350,000 this seems like a downright deal. Of course, the Bugatti, Maserati and Alfa have aching beauty that the 328 just can’t quite match, and consequently they’re more aesthetically desirable. However, even in comparison to some recent auctions, this 328 seems undervalued. The answer may lie in the lack of details of this auction; the quality of the restoration and the reason for it (crash?) would have to be fully sorted out before buying this car. Still, since none of you are actually going to buy this car stop worrying about how much it’s worth – just enjoy the view, appreciate the history, and before they’re all gone, go see one race at some vintage races!


1973 BMW 3.0 CSL

Like most hot versions of street vehicles, the BMW 3.0 CSL came about from a desire to compete in Motorsport. In order to homologate this special for the European Touring Car series, BMW took the elegant E9 coupe to new levels by lightening the body through use of aluminum alloy, deleting excess luxuries and adding perspex side windows. It wasn’t soon before this car made its bones in motorsport, achieving a class victory at LeMans in 1973 and capturing the European Touring Car Championship every year from 1975 through 1979. In addition to making a name in motorsport, the CSL would be the basis for the first two BMW Art Cars.

This CSL is on offer near Stuttgart, Germany and has had a curious overhaul that includes some later BMW M bits. Done up in perhaps one of the most famous CSL liveries, Jägermeister, this would make for one aggressive tool for vintage race events.


Year: 1973
Model: 3.0 CSL
Engine: 3.2 liter inline-6
Transmission: 5-speed manual
Mileage: 15,066 km (~ 9,368 mi)
Price: 98,950 (~ $129,238 USD)

CLICK FOR DETAILS: 1990 BMW 325is on

Original BMW 3.0 CSL with certificate of authenticity from BMW, in all respects, optimized driving dynamics (Fire extinguisher, brakes, engine, transmission, rear axle). Uprated M88 – M-Technik, a professionally and lovingly executed conversion. Through attention to detail, attractive performance gains for sports-oriented applications with performance that will delight even from today’s perspective!

Car was produced on 24.10.1973 and exported to the Switzerland. Once it arrived via the importer, the car was registered on 18.09.1974 to the original owner. With the specified VIN we identify the CSL as the 6st-last built the first Series with 3.2-liter fuel injected, of which 110 were built. Of the 2nd Series 3.2 – liter 57 copies were made, making a total of 167 cars built (there are certainly more desirable sports series models, eg the abbreviation “RS” wear …).

So great was this works series of sports coupes from the 70s, that their destiny was already created at that time: racing, sports, privateer racing, homologation numbers, and so this model was already as a new car a basis for further action. So its understandable that the upgrading with M-Technik, with this engine any buyer at the time would have liked this car, which makes historical sense. Apart from that, this engine is and remains the core of EVERY motor vehicle who had the good fortune to be powered by it.

Visit us on our homepage: our showroom where you can find more detailed pictures and description of the motor vehicle. If you want to inspect the car, SCHEDULE AN APPOINTMENT PLEASE! Although spontaneous visitors are always welcome, we can’t guarantee detailed showings of individual vehicles.


This car certainly looks the part, but of course some will take issue with modifying what is an important and valuable piece of BMW history. Given that this particular CSL doesn’t have a high profile history, I could forgive the modifications, as they are not too outrageous. CSLs of this vintage seem to be hovering in the $100,000 to $150,000 range on average, depending on provenance. Whether the modifications are viewed as favorable remains to be seen.


1986 Porsche 944 GTR

Let me get this out of the way first – the asking price of this 1986 Porsche 944 Turbo is $120,000. There, I said it. If you’re still reading, you’re either intrigued or horrified. In either case, the next set of numbers is equally staggering – 650 hp and 2300 lbs. Still reading? How about this – they only made seven of them. You thought the 962 was rare? Nope, they made over 90 of those. The 917? Wrong again, with somewhere around 65 of those made. Allow me to introduce what many consider to be the ultimate front engine Porsche – the 944 GTR.

A little background history – the 944 evolved through the racing program of the 924 – and specifically, the 924 Carrera GT, GTS, and GTR. In the early 1980s, these cars dominated their classes in IMSA racing. In 1981, Porsche Motorsports built a highly evolved version of the 924 GTR called the 924GTP or 944GTP Le Mans, which finished 7th overall at Le Mans sporting a newly developed 2.5 liter motor which would be, in part, the basis for the road going 944. At the same time, the U.S. based Fabcar run by Dave Klym had modified some winning Porsches for Paul Miller and Bob Akin. Al Holbert, who was head of Porsche Motorsports North America, contracted Klym to make a new evolution of the 944 which would be called the 944 GTR. Below is a development photo from Fabcar and not the actual car listed:


Unlike its predecessors, the 944 GTR was a tube frame race car, meaning it had no connection to the road car. Brakes and wheels from a 962 were fitted, and the 944 GTR received a specially developed all aluminum 2.5 liter turbo under its silhouette body. The early 2.0 and 2.5 liter turbos had developed between 250 and 450 horsepower; the new unit in the GTR developed between 525 to 650 hp. Here is a photo, again from Fabcar, of the development motor:


A veritable who’s who of Porsche motorsports history worked on these cars, including McLaren and Andial. Slated to race in both the SCCA Trans Am series and IMSA GTO, the GTR achieved moderate success but ultimately fell victim to bad timing and a lack of funding following the death of Holbert. Despite this, they were the fastest front engine Porsches ever raced. The cars were sold off to private parties, which is how this one comes up for sale today:


Year: 1986
Model: 944 GTR
Engine: 2.5 liter turbocharged inline-4
Transmission: 5-speed manual
Mileage: Miles unknown
Price: 120,000

CLICK FOR DETAILS: Porsche 944 GTR on eBay

1986 Porsche 944 GTR turbo race car chassis # 2 of only seven built for trans am at Fabcar. 650 hp engine full tube frame with Hewland 5 speed gearbox.This car is race ready to race in PCA, HSR and SVRA. 3 sets BBS wheels and spares package. 770-596-4844

The listing is lacking many details that would be really helpful in a purchase of this magnitude. Many of these cars were modified after their initial launch so it’s difficult to say if it retains the original – and very valuable – all aluminum engine, or what race history it has had. It also seems to sport a different nose than the original cars had, hinting at some body damage. Obviously, a thorough pre-purchase inspection by a knowledgeable race shop would be a must if you were serious about buying it.

In terms of value, Carrera GTS and GTR values are typically at or above this level, and the purchase price is a fraction of what it cost to develop these cars originally, but judging race car values depends in large amount on the race history and condition. Running this car on track – where it deserves to be – would certainly be an expensive proposition, but I would estimate running costs to be roughly on par with a 996 or 997 GT3 Cup Car, for example. That’s rarefied air for sure, but you would own a really unique piece of automotive history that would be as welcome at a Porsche Club car show as it would be at historical races.


1987 Volkswagen Jetta Street/Track Car


Gone from this world for several generations, the Jetta Coupe has always appealed to me. The slight tightening of the sharp Mk1 and Mk2 aesthetics is a good look. Today’s Jetta showed up on Jalopnik’s “Nice Price or Crack Pipe” and is solidly in the “Nice Price” column right now. It’s an SCCA Time Trial car that is still street legal. Sound like a blast? I think so too. With an amazing/outrageous German flag paint job, this is not too far from the Jetta my middle-school self dreamt about.

Year: 1987
Model: Jetta Coupe
Engine: 2.0 liter 16-valve inline four
Transmission: 5-speed manual
Mileage: 79,000 on chassis, 8,000 on engine/transmission
Price: $5,000

CLICK FOR MORE DETAILS: 1987 Volkswagen Jetta Coupe on VWVortex


Well the time has come to sell my Jetta coupe. I bought this car off a good friend to use as my daily while I finished building my Harlequin. The Harlequin is done, so now it’s time to sell. Before myself, my friend owned the car for nearly 10 years in which all of the modifications were done, it has been meticulously maintained and is an absolute great car.

1987 Jetta Sport (79k Chassis miles)
SCCA Time Trial Level 4 car
2.0 Digifant setup, 8k miles on engine (rebuilt in 2007)
16V transmission (built 6k miles ago, fresh clutch kit)
Corrado VR6 Konis
Neuspeed upper strut tower, lower front sway, bottom mount rear sway, K-frame brace and Eurosport upper rear strut tower brace.
Clear/red tails
Short shift kit
Cross hair headlights
KIRK 4point roll cage
Sparco driver AND passenger seats
NEW G-Force pro series camlock harnesses
MOMO steering wheel w/LTB Motorsports quick release
AutoMeter auxiliary guages
BBS Corrado wheels, freshly restored, new factory center caps and tires in the last 5k miles
Quick release Hub, camera cage mount, 2 fire extinguishers etc…
This car has NO RUST!
Crank sunroof works and doesn’t leak!

There is a LOT of stuff I am forgetting, but if you have any questions feel free to ask.

Asking price is $5,000 OBO


I love that the seller used this as a daily driver. I want to see it with all the decals removed, just one giant German flag ready to have some FWD fun in the twisties. As the votes confirm, $5k is a good price for a Jetta this nice and well-prepped. It sounds like it’s stayed among friends for a while and has been well taken care of. Whether you want a track-day tosser or a fun daily Jetta, this will be good at either or both!


Motorsport Monday: 1998 BMW M3

Welcome to another, long overdue edition of Motorsport Monday. Today we’ll take a look at a race prepped example of a BMW performance car bargain, the E36 M3. This particular M3 on offer in southern Connecticut is race ready and is being sold due to its owner retiring from competition.

Year: 1998
Model: M3
Engine: 3.2 liter inline six
Transmission: 5-speed manual
Mileage: 70,000 miles
Price: $19,000 Buy It Now

1998 BMW M3 on eBay

Engine and Drivetrain:

– S52 M3 3.2L Engine (240 DynoJet rwhp)
– M50 manifold, PRM Intake
– Turner Motorsport ECU, OBD1, 91 octane
– Stainless tubular header with side exit exhaust
– ZF transmission with Sachs HD clutch disk and plate
– 3.5″ Intake Straight from TMS False headlight to tube
– HFM 3.5″ MAF, BW 3.5″ Boot — TMS Tune, 24lb Injectors
– ATL 12 gal fuel cell with turnover shutoff valve
– Turner Motorsport pulleys on alternator and P/S pump
– Metrixmotorsports Limited Slip Differential 3.64 custom

Body and Suspension:

– Penon Wide Body Kit — PTG look alike
– Bilstein PSS9 coilover shocks, re-valved for heavier spring rates
– H&R 150-60-150 springs (855lbs)
– Tuner Motorsport sway bars front and rear
– Brembo Fronts with 332 vented, slotted rotors; BMW 32 5is rears, stainless lines
– Turner Motorsport carbon fiber brake duct kit
– Front Camber plates
– Turner Motorsport rear lower camber arm
– TMS 90mm Bulletnose wheel studs
– Fiske FM10 wheels — 18×9.5 front, 18×10 rear with Hoosier R6
– Empower wheels 18″ x 9.5″ with Hoosier H2O (nearly new)
– Carbon Fiber Hood, Hood Pins, Sunroof, Trunk, ADR Rear Wing
– BimmerWorld Front Splitter
– M.A.Shaw 1/4 Lexan Windows

Cockpit and Controls:

– Sparco EVO Seat
– Simpson 5 point harness with camlock release
– Longacre Switch Panel with electric fan
– Tachometer with stepped shift lights
– Full roll cage with NASCAR bars
– Full high-density padding and window net
– Hot Lap timer with remote sender/battery
– Spa 3-Zone manual fire system
– Ignition kill switch with roll cage bracket

One of my uncle’s raced a late eighties Corvette in SCCA’s ITE class. At that time, there were several E36 M3s in ITE that would consistently give the Corvette (equipped with a Richmond 6-speed manual) a run for its money on the track. Ironically, my uncle owned an E36 M3 and used it as his daily driver. While the Corvette was cheap to run and still offered plenty of racing thrills, there was no doubting the E36’s prowess on the track. Not only were they outstanding cars on the street, they were a force to be reckoned with in competition.