This eBay auction for a red 87 BMW 333i swap states that is the second car the Dinan ever converted! Check it out here on…
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These little 6 cylinder, gray market import BMW’s are coming out of the woodwork all of the sudden. Of course at these prices I’d sell…
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The 1991-1992 GTI followed the same basic recipe as the 1987 model the double-overhead-cam motor was introduced in, but everything was turned up a few notches. Starting in the mid-1990 model year, all US-bound A2s received the ‘big bumper’ treatment; new smooth aerodynamic covers front and rear. To help to differentiate it a bit, the GTI’s blackened arches were widened. Filling those arches were new 15″ wheels from BBS. The multi-piece RMs were lightweight and the perfect fit for the design, echoing other contemporary class-leading sports cars such as the M3. Volkswagen color-coded the mirrors and rear spoiler to match the car, as well, and the GTI got a fresh face with more illumination; quad round lights filled the grill, and foglights were integrated into the lower bumper. Prominent GTI 16V badges still encircled the car.
Power was up to match the heightened looks. Now with 2.0 liters of twin-cam fun, the 9A in the GTI produced 134 horsepower at 5,800 RPMs and 133 lb. ft of torque at 4,400 RPMs. Coupled to the close-ratio 5-speed manual, that was good enough to drop 0-60 times below 8 seconds. That may not sound like much today, but at the time it was another league of performance compared to the typical economy car. Holding you in place were the same heavily-bolstered Recaros that special editions like the ‘Helios’ 1989 Jetta GLI Wolfsburg had enjoyed.
It was a recipe for success, but these cars were also relatively expensive in period, and fell into the global recession time frame which affected sales of nearly all European marques drastically. The general consensus is that around 5,000 of the last of these GTIs were imported, putting their rarity on the level of the M3. But because they weren’t M3s, there are far less around today to enjoy and few turn up in stock configuration for a myriad of reasons. This example is far from perfect, but its rarity means that the price…well, you’ll see.
CLICK FOR DETAILS: 1992 Volkswagen GTI 16V on eBay
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A decade on from the takeover of Hans Glas GmbH, BMW put the Dingolfing production line and engineers to work on their new big coupe. This allowed them to build the design in-house, instead of subcontracting construction of the 2-door as they had with the E9 to Karmann. The E24 was released in 1976, and compared to the Glas V8 they had borrowed for their premium product in the late 1960s it was thoroughly modern. Paul Bracq penned the lines as he did for all BMWs of the period, and but while there was a strong family resemblance between the 3- ,5- ,6- and 7-series cars, the E24 was where the long, low lines and sweeping greenhouse worked the best.
While initially the car was introduced to the world with many of the items from the E9 carried over, the U.S. got a special one-off for its introduction year. The 630CSi was brought in 1977 with a D-Jetronic fuel-injected version of the M30B30 which itself had also seen duty in the E9. With slightly lower compression and emissions equipment fitted, it produced 176 horsepower and was shared with the contemporary 530i until 1978. But in late 1977, BMW yanked the 630 from the U.S., replacing it with the more powerful 633CSi.
While BMW’s sales between 1970 and 1977 had doubled (14,574 total vehicles to 28,766), the number of early 6s that made the journey was still relatively small. Couple that with thermal reactor failure that was the demise of many of the early U.S.-bound 3.0s, and of course the big nemesis of the 70s BMW – rust – and finding a lovely example of the early E24 here in the U.S. is quite difficult:
CLICK FOR DETAILS: 1977 BMW 630CSi on eBay
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When it comes to iconic Audis, few surpass this car – the fire-breathing, mountain-jumping, growling and popping full-throttle launching Quattro S1 E2 that saw out the conclusion of Group B. The irony is that this car was ultimately not very successful, though. It was, in fact, the long-wheelbase original, A1, and A2 variants that were very successful – winning the 1982 and 1984 manufacturer’s titles along with the 1983 and 1984 Driver’s title. The bulk of the Quattro’s 23 WRC victories were achieved in the older variants of the car; 1985 saw just one win for Audi at Rallye Sanremo, and there were no wins in 1986. Still, these cars have proven to be the most recognizable variants of the chassis – and there are plenty of copies out there. This one is based on a European-market 1985 Coupe Quattro, and while it’s not original – it sure looks the part. Though, to be honest it’s not a cheap toy…
CLICK FOR DETAILS: 1985 Audi Quattro S1 E2 Group B Recreation on eBay
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