Enthusiasts Blogging Our Favorite Classifieds
For me, the 190E almost defines the perfect Mercedes-Benz. I’m not a fan of huge cars, so the W201 certainly works on a size basis for me but still embodies all the great things I loved about this brand from the past, including timeless design, solidity and dependability. This 1991 190E 2.6 for sale in South Carolina has the tasty combination of the inline-6 paired to the seldom seen 5-speed manual gearbox. The rare shade of Bornit Metallic makes this baby Benz all the more attractive.
In my write-up of the new GT3 RS, I mentioned the Cayman GT4 as a useful alternative for those seeking a traditional manual in their performance car now that Porsche has decided the GT3 RS will no longer come equipped with one. So why not have a look at the new GT4? Like the GT variants with which we are all so familiar for the 911, the Cayman GT4 takes aim at the track. It uses the 3.8 liter flat-six from the 911 Carrera S with 380 hp, sources much of its stiffer suspension from the GT3, and drivers must accept some compromises to refinement and everyday usability in the name of less weight. Those weight savings are countered by weight gains from much of the more stout components on board meaning the GT4 comes in at nearly the same weight as the Cayman GTS. In appearance, the GT4 is clearly distinguished from its siblings by a front fascia akin to that of the GT3 and GT3 RS, its lowered ride height, more pronounced rear air inlets, and a rear wing. Suffice it to say, no one will confuse the GT4 for a standard Cayman. And, of course, the only transmission on offer is a 6-speed manual.
For those that haven’t had the pleasure of driving a 944 Turbo S, allow me to describe the sensation. If you’ve ever wondered what it would be like to be the stone in a sling shot, it’s a pretty good analogy. My first drive in a S saw me pull up to a merge onto a secondary highway. The slightest gap opened in traffic, and since I was in a Porsche I naturally thought that half a car length with the closing traffic at 65 m.p.h. seemed doable. Clutch out, foot on the floor, and….nothing. I thought I stalled the car. I had just enough time to look down in disbelief, feel the blood draining from my head and look into the mirror, uttering “Oh…shi” when BAM – the car came on boost. Like the intro to Star Trek – The Next Generation, the front of the car stretched towards the sky and elongated as I rocketed forwards. How that manifests itself on track leads towards a very odd driving style. At my favorite track, Lime Rock Park, for example, in the Turbo S you need to be on throttle when you should be off throttle. Otherwise, if you wait for the car to be where you would normally hit the throttle, you’re halfway down the straight. The best example of where this odd throttle usage comes into play is in “Big Bend”. A decreasing radius corner, if you nail the throttle after the first apex, normally you’d spear straight off the road. The last thing you want to do when those front tires need to bite in a car with 250 horsepower is lift the nose up. But when you nail the throttle in the 944 Turbo, it doesn’t have 250 horsepower. It has 10. Maybe 12. So, you plant the throttle, turn in and as you’re about to hit the apex BAM, the boost comes on, helping to rotate the rear end and you can throttle out of the corner. Perhaps it was Porsche’s way of imparting 911 “don’t lift” DNA into the front engine turbocharged wonder! Regardless of how you drive it, though, these 944 Turbos make great friends for track adventures:
Time for another Honorable Mention Roundup, and we’re sporting some great 1990s style with one throwback to the 80s in this edition. With lovely coupes from Volkswagen, Porsche and BMW, two Audi sedans round out the lineup. Which is the one you’d like to grab for this holiday season? Thank you again to our readers who sent in suggestions, we always appreciate them!
This is not a 911 RS America. I make that clear only because when I first came upon this car I originally mistook it for a RS America and wanted to have a closer look. I was confused by the color, which is not one of the standard colors of the RS America. In fact, this color itself is fairly rare among 964s in general. The specific color isn’t stated, though it is said to be the car’s original color, and I would hazard a guess that it’s Oak Green Metallic. The lack of hi-res pictures don’t help in this regard. So why does it look like a RS America? Because it’s had a couple modifications – the suspension has been lowered and it’s sporting the whale tail of the RS America. When the seller says the car looks like a RS America, I agree. At least with regard to the exterior. Since I’ve always liked the basic look of the RS America and I also enjoy these darker shades of metallic green this 964 really drew me in and overall the condition looks quite good. The 964 itself continues to grow on me and I think right now their values sit in a pretty nice spot for those who desire an air-cooled 911 that possesses a mix of the modern and the classic.
