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1986 BMW 325iX with 300 Miles

1986 BMW 325iX with 300 Miles

Published April 23, 2020 by Carter

While BMW wouldn’t launch the U.S.-spec iX until 1988, Europeans were introduced to the concept in 1986. Unlike Audi’s quattro system which utilized a rearward driveshaft tacked on to a front-wheel drive transmission output shaft, BMW mated a transfer case and two viscous couplings, which effectively were front and rear limited-slips. This was very different from Audi’s contemporaneous system, which relied on the driver to lock the rear and center differentials that were otherwise open. The 325iX was able to be mated to an automatic transmission long before Audi would do so in the small chassis. BMW’s system was also more rearward biased, with 67% of the power being sent to the back wheels. While still more prone to understeer than a standard 325i, it was less so than the Audi.

But outside, there was little fanfare to celebrate the massive change in drivetrain technology. The iX just got a simple lower body kit similar to the Scirocco 16V kit and a single “X” after the 325i designation on the trunk. That’s it. European examples could even be more stealthy, like this ’86 that sports wheel covers. And this one in particular is quite special, as it’s never been road registered and has traveled just 500km since new. Pricing? The ‘E30 Tax’ is strong, my friends.

CLICK FOR DETAILS: 1986 BMW 325iX on SuperVettura.com

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1986 Hartge H28

1986 Hartge H28

Published December 6, 2019 by Carter

Though not as familiar as Alpina, Hartge was another tuner who took BMWs to a higher level. Starting in the early 1970s, they similarly modified cars with higher output motors, special suspension and body kits, and even eventually their own wheel line. In 1985 Hartge was granted special production status in Germany, but their volume never approached that of their rivals. As a result, it’s a bit of a special treat anytime a fully modified Hartge turns up.

The E30 Hartge range was fairly similar to Alpina’s C and B range, with designations associated with their engine displacement. From the 170 horsepower H23 to the 210 horsepower H27, tuned versions of the M20 were employed – some with unique individual throttle bodies, bespoke exhaust manifolds and camshafts, and other trick items. But Hartge also stuck the M30 in the chassis, creating this car – the H28 – and an even more potent H35. The H28 was rated at 210 horsepower – a 70 horsepower upgrade from the stock 323i on which the car was based – and also was met with upgraded suspension, differential, wheels and tires, brakes and body kit. Like Alpina, you could buy many of these parts piecemeal from authorized sellers, making fully modified factory Hartges quite rare:

CLICK FOR DETAILS: 1986 Hartge H28 on eBay

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Halo Homologation-off: 1980 BMW M1 v. 1986 Audi Sport Quattro

Halo Homologation-off: 1980 BMW M1 v. 1986 Audi Sport Quattro

Published September 17, 2019 by Carter

It’s a bit amazing to consider that two of the most significant halo cars in German motoring history – both homologation models intended to lead their respective marques into the next decade – so closely paralleled each other, yet were so very different. It’s but a 35 minute train ride between Munich and Ingolstadt, and in the late 1970s both BMW and Audi wanted a range-topping model to grab attention. But their approaches were radically different. BMW designed a bespoke mid-engine, tube-frame supercar around a basic engine design it already had. Audi, on the other had, took a basic car design it already had and added a revolutionary drivetrain.

Both were styled by Giugiaro. Both had to be built out-of-house; Baur had a hand in each. Both had legendary engineers – Walter Treser and Roland Gumpert for Audi, Jochen Neerpasch at BMW. Both raced, though the series they were intended for were ultimately cancelled. Both launched a brand name – BMW’s M division, and Audi’s quattro (and later quattro GmbH). And today, both are both legends and highly sought by collectors. So today we have an interesting showdown; two prime examples have come to market and are nearly the exact same price. Of course, for that to occur the Audi entrant is the ‘ultimate’ evolution of the Quattro, the Sport model. So let’s put aside the ridiculous $700,000 plus asking prices of each of these cars for a moment, and consider – all things being equal (which they nearly are!), which one would you choose? Let’s start with the M1:

CLICK FOR DETAILS: 1980 BMW M1 on eBay

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Feature Listing: 1986 Audi Coupe GT Commemorative Design

Feature Listing: 1986 Audi Coupe GT Commemorative Design

Published August 21, 2019 by Carter

I’m pretty sure that I’ve written up more B2 Audis for sale than any other site out there. You won’t get an unbiased account from me, but they truly are a great design. They’re handsome, comfortable, reliable and fun to drive in just about any iteration. They’re more rare to see than both period Volkswagens or BMWs, too. And while they’re not without their quirks, they’re the type of car that certainly rewards ownership and makes you feel special. Obviously, I’m a fan of the Audi Coupe GT. I’ve owned five over the past 23 years and get joy out of seeing each one. But there are a few configurations of the GT that really stand out.

There weren’t many special editions of the GT produced, but in 1986 Audi made an entire run of “Commemorative Design” cars. The 4000CS, 4000CS quattro, Coupe GT and 5000 models all got special upgrades and each were slightly different. The closest were the 4000 quattro and Coupe GT, which shared paint colors and interiors. Option code 761 got you the Special Build package on the GT (750 for the 4000CS quattro). The exteriors of both were either LB7V Graphite Metallic or L90E Alpine White, but inside they shared the same lipstick red “Mouton” leather (92). While the quattro got the slightly uprated JT code 115 horsepower 2.2 inline-5, the GT relied on the KX code motor with 110 horsepower. The difference lay in the exhaust manifold; the GT unit was a 5-1 cast manifold, while the quattro had a beefier 5-3-1 exit, along with a larger diameter exhaust. However, the lighter GT was quicker than the all wheel drive variant; and thanks to the nature of the GT versus the quattro market, more of the 750 special 1986 models have survived. The ’86 CE models also received the notorious digital dash, and if you selected Alpine White, they had color matched wheels, mirrors and rear spoiler. But the Graphite over Mouton color combination really makes the sharp Giugiaro lines stand out:

CLICK FOR DETAILS: 1986 Audi Coupe GT Commemorative Design on Washington, D.C. Craigslist

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1986 Porsche 944 Turbo

1986 Porsche 944 Turbo

Published June 23, 2019 by Carter

I’m a sucker for two things: great deals on underdog cars and crazy color combination. Welcome to today’s 951!

I’m not going to hide my love of the transaxle 4-cylinder Porsches. I think they’re still some of the best deals going in the Porsche world, provided you know where to look. For example, I provided you with a stellar example of a 924S just a few weeks ago:

1987 Porsche 924S with 17,500 Miles

As I mentioned there were two ways to consider that car. On one hand, I don’t think you could get a better condition, lower mileage Porsche for any less. But on the flip side, there were plenty of other cars that were a lot more desirable for similar money. This 944 Turbo is one of the cars that I referenced. Granted, it’s not quite as pristine as the 924S was, but I still think it has a lot to offer:

CLICK FOR DETAILS: 1986 Porsche 944 Turbo on eBay

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