Enthusiasts Blogging Our Favorite Classifieds
Often overlooked when compared to it’s rivals, the BMW M3 and the Mercedes-Benz C63 AMG, I find the RS5 to be an interesting alternative today. The reviewers of the time often drew the conclusion that the RS5 was more sport tourer in nature and rather limp-wristed by comparison to the other two. But as time has moved on and actual owner reports have documented since, the RS5 is a great daily driver with it’s own unique charms that make it noteworthy.
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Here’s a deep cut! When the IRL and CART split rocked the open-wheel racing world in the mid 1990s, CART resurrected an event to rival the Indy 500. Called the “U.S. 500″, it was run at Michigan International Raceway and brought back events that had run there from the mid 1970s through the 1980s. As Penske was one of the strongest supporters of the series, engine provider Mercedes-Benz loaned some 40 R129s to the event for use as parade cars. They were offered in three colors; red, white, and blue, and all included the SL1 Sport Package, which added AMG bodywork and 18” wheels. Also special were embroidered fender logos, floor mats, debossed “US 500”-logo headrests, and new-for-96 ESP. With only 40 of these cars produced, they are almost certainly one of the most rare modern Mercedes models:
Want a way to show up every other Instagram or YouTube hero that bought a Porsche GT car and posted a video about it? It’s gotta be one of the paint-to-sample or wild colors offered by the company, then. And is there a more wild color than Ruby Star Neo? I’m sure there might be, but every single time it catches my eye. The searing looks match the equally outrageous performance on tap from the GT4 RS; the naturally aspirated 4.0-liter flat-six makes a peak 493 horsepower and 331 pound-feet of torque, good enough to pull down 0-60 runs in 2.8 seconds. While the RS starts at 160k today, the total quickly adds up with options, including the paint (a bargain at only $3,500), the $15k forged magnesium wheels, the $13k Weissach Package…well, you get the point. On top of that, these special-order GTs tend to hit the market higher than their MSRPs. The result? This is no budget Cayman:
While you’re no doubt familiar with the great lament of the de-tuned E36 M3 and the inflated price of the very limited Lightweight model, Europe enjoyed a full spectrum of Motorsport performance. One of the potent additions to the lineup was that of the M3 GT. Intended to homologate racing bits and aerodynamic tweaks for the E36, 350 limited BF99 examples were produced in early 1995. The motor was turned up to 295 horsepower with hotter cams, special oil pumps and Motorsport oil pan and revised computer controls. They also had stiffened and lowered suspension, a strut brace and a 3.23 final drive. Outside new spoilers front and rear increased downforce, and like the Lightweight the GT wore the M forged double spoke staggered wheels. Harder to spot were the aluminum doors the car wore to help keep weight down. All were painted 312 British Racing Green and featured Mexico Green Nappa leather interior with Amaretta bolsters, special Motorsports badging, and carbon-fiber trim.
They’re a very special and rarely seen variant of the E36 M3, and increasingly in this collector market that means a higher asking price:
After B5 production ended, Audi continued to widen the pool for its small chassis. Joining the lineup for the B6 model was a new Cabriolet, and of course returning were the dynamic duo of the sedan and Avant models. Power now came from the BBK 4.2-liter 4-cam 40 valve all-aluminum V8. Fitting the motor into the small chassis necessitated dropping the belt drive in favor of the infamous rear-mounted chain. Still, though, with 340 horsepower on tap and weighing the same as the outgoing 250 horsepower V6 twin-turbo but now with instant torque, the S4 seemed top of the heap. But it was still playing catch-up with the outgoing E46 M3, so when it came to the B7, Audi offered even more spunk, bringing for the first time after three generations their first top-tier offering in the small chassis: the second-generation RS4.
At the heart of the new addition to the fleet was, of course, a special motor. Dubbed the BNS, Audi ditched the 5-valve heads but added FSI direct fuel injection. In reality, little was shared or untouched between the seemingly similar 4.2 V8s in the S4 and RS4, but the result of the fiddling was impressive. The engineers at Ingolstadt managed to crank a 420 horsepower screamer out, and coupled with the revised, more rear-biased quattro drivetrain in the B7, a completely different beast was born.
