1998 Volkswagen Jetta GLX VR6

Purists decried the arrival of the “grown up” A3 chassis Golf and Vento, sold as the Jetta in North America. It was expensive, it was heavy (relative to the A1 and A2 chassis, anyway) and the performance was dulled – that was, until the introduction of the GLX model that replaced the earlier GLI models. Now sporting the VR6 that had debuted in the Corrado and Passat a few years earlier, the GLX was all around a screamer. It might have been heavier than the GLI it replaced, but it was quicker to 60, quieter on the highway, more comfortable and better in crashes (if things went south), and returned close to the same fuel economy as the thirsty, buzzy and boxy 16V had. The Volkswagen Jetta III, as it was known in the US, was introduced at a time when US sales were at their lowest and it appeared as if VW was considering pulling out of the US market, but this generation Jetta became the best-selling Volkswagen by the time the production run ceased in 1999. It was insanely popular and seemed to be the defacto college car of choice for both men and women. Because of that, many of these Jettas fell into disrepair or were totaled, so it’s rare to find a lower mile and clean GLX these days:

CLICK FOR DETAILS: 1998 Volkswagen Jetta GLX VR6 on eBay

Continue reading

1998 BMW M3 Sedan

So the E30 M3 is probably out of your league, and clean examples of the E46 generation are getting more expensive by the day. The solution is still the E36. The Internet will make arguments all day long about how this car isn’t as special as the ones that came before and after, but the reality is that it’s still a M3. And you could make a compelling argument that it did (and still does) a better job of bringing sports car performance to a practical package that’s affordable to almost everyone. The S52 3.2 liter inline-6 doesn’t sound as great on paper as the race-derived S14, but it had two more peak horsepower than that strung out four. More telling was torque; 236 lb.ft at 3,800 rpms versus the Sport Evolution’s 177 lb.ft at 4,700 rpms. Yes, it was heavier; the curb weight of the M3 Sedan you see here was about 3,200 lbs. But the additional power made up for it, and the results should be no surprise. 0-60 was dealt with over 1/2 a second quicker than the Sport, a gap that was maintained right through the quarter mile.

And practicality? It’s no contest, really. Not only is the E36 safer, but the E36 added 4-doors to the recipe. Not to mention the costs to keep one running – check out the price of a S14 rebuild today, for example. Owning a legend often doesn’t come cheap, and in this case you the current bid on this 48,000 mile 1998 M3 is cheaper than what a proper rebuild of the race motor will cost you.

Then there’s the driving experience. Downgraded ///motor be damned, these cars are absolutely stellar to drive. I’ve driven each of the first three generations of M3 on track in anger, and the second doesn’t give up much to the bookends. It’s not as toss-able as the original nor as powerful as the third, but overall it’s right there. The steering is near telepathic, the shifting precise, the power band broad. It’s a deceptively good car and deserves far better than the treatment it’s currently getting, which is to mostly be ignored in the marketplace:

CLICK FOR DETAILS: 1998 BMW M3 Sedan on eBay

Continue reading

1998 BMW 318ti

I must admit I had a soft spot for the E36/5 when it first came to our market. To me, it combined some luxury looks with practical performance. And when I say performance, honestly there wasn’t much available. The M44 engine that was fit to the 318ti was a decent performer, but it had only 138 horsepower, and at the price point you were much better off getting a GTi VR6, which oddly was more luxury oriented than most of the 318tis and offered more performance. However, the base of the 318ti was a good idea; a smart looking, light and nimble hatchback with a manual transmission and rear drive. This one has some strong positives going for it, but just one thing is missing…

CLICK FOR DETAILS: 1998 BMW 318ti on eBay

Continue reading

1998 Volkswagen GTI VR6 Widebody

Acclaimed as the original of the Hot Hatch market, the original A1 GTI gained weight before it even hit U.S. shores and never stopped eating. Each generation gained weight, options and complexity and to make up for that, VW kept upping the power. From the simple 1.6 8V the original sported, it was up to 1.8 liters by the time it hit U.S. shores then a few years later, gained 8 more valves, than another .2 liters in 1990, and finally made the jump to the narrow angle VR6 with its mighty 2.8 liters pumping out nearly double the horsepower of the original. Despite the changes, each generation has been revered by its own group of enthusiasts, and its rare to find original condition GTIs over 10 years old.

On its way out of production, VW sweetened the VR6 even more with the “Driver’s Edition” model in 1997. Red stitching, red calipers and special Speedline wheels made an appearance, and while the package was ’97-only it was more-or-less completely carried over to the ’98s. This particular ’98, though, doesn’t carry much of that original spec because it’s been thoroughly upgraded, stretched and restored to an impressive level:

CLICK FOR DETAILS: 1998 Volkswagen GTI VR6 Widebody on eBay

Continue reading

1998 Mercedes-Benz SL320

All of a sudden we are in the middle of October and soon little Spider-Mans with coats on will be banging on your door wondering where the free candy is at. That means convertible season is all but over for most of America. That is, like my father used to yell at me for, unless you are one of those crazy people who puts the top down and blasts the heat which in turn is like trying to heat the whole neighborhood. The other scenario is of course if you live somewhere that doesn’t get snow then go ahead and enjoy your top down weather until the turkey is in the oven. That brings me to today’s car, a 1998 Mercedes-Benz SL320.

The SL320 and the pre-facelift 300SL have always stood deep in the shadow of big brothers V8 and V12 R129s and rightfully so. They are were just powerful enough that the car wasn’t a total dog, and usually they were low on standard features. Mercedes figured this out after eight long years with the inline-six SL and finally killed it off in the US after the 1998 model year. This leaves this example in Greenwich, Connecticut, a place where a four garage costs nearly $600,000, in rare company. The even better part about this car is that it had a pile of repairs and maintenance just competed. The thing is, is the price worthy of the little brother SL?

CLICK FOR DETAILS: 1998 Mercedes-Benz SL320 on eBay

Continue reading

1998 Mercedes-Benz C43 AMG

Please note: We have corrected this post to note that it is fitted with a 4.3L from the factory, not the 5.4L. Our apologies for the mistake. -dc

“Buy one now while you still can.”

How many times have you heard this over the years? We’ve seen it with all the cars that used to be not-so expensive and now are basically so crazy that it is cheaper just to build and buy replicas. Case in point, the E30 M3. I remember back in the early 2000s, staring into a monitor that was so heavy it would bow my desk, only dreaming of how I could get together $9,500 to buy one of those. Now? A 1988 with that’s been painted twice, has a non-original motor, and 240,000 miles sells for $30,000 all-in. Same goes for the 190e-16v. One used to be able to snag a decent one for under $10,000 without issue. Now, anything in that $10,000 range is going to be a serious project. Carter just featured a non-original Quattro that’s very much the same case. These cars come in waves as the years go on, only that wave never crashes and just stays high the entire time. Today’s car, a 1998 Mercedes-Benz C43 AMG, is starting to jump on a wave.

CLICK FOR DETAILS: 1998 Mercedes-Benz C43 AMG on eBay

Continue reading

1998 Volkswagen GTI VR6

‘It’s like dj vu all over again!’

Only a week after looking at another example of my favorite GTI – the Montana Green 2.0 16V – we get another of my personal greatest GTI hits. Again, it’s one that’s pretty hard to come across at all, never mind in good shape. In this case it’s Ginster Yellow last-year Mk.3, and yet again after claiming it’s hard to find one, one popped up pretty recently:

1998 Volkswagen GTI VR6

Since I just covered what made the Mk.3 tick, I won’t do so again, but let’s dive a bit into this example. The last one, as it turned out, may have had some issues which prevented it from really being a top-tier example. Is it the same with this pristine and lightly modded one?

CLICK FOR DETAILS: 1998 Volkswagen GTI VR6 on eBay

Continue reading

1998 Volkswagen GTI VR6

After its unceremonious and unexplained exit from the U.S. market with the introduction of the third generation Golf in 1993, the GTI came roaring back in a big way for the 1995 model year. Sure, it was bigger, bulkier and wellroundier, but it came with a bunch more gusto thanks to the addition of the VR6 motor as seen in the Corrado and Passat models. The single-overhead cam, twelve valve head lacked the race-bred feel of the Mk.II 16V, the new motor more than made up for it with the addition of two more cylinders. Good for 172 horsepower and 173 lb.ft of torque, it swept the hot hatch from 0-60 in 7.1 seconds and produced a 15.5 second quarter mile at over 90 mph. But much like the original, the GTI was more than the sum of its numbers, with drivers enjoying the great 6-cylinder soundtrack which accompanied the waves of usable torque.

Of course, like all VWs from the period, it was expensive. Really quite expensive. A base GTI VR6 rolled out the door in 1995 at $18,875, and with a few options it wasnt difficult to breech $20 grand. Yet that was still only a little more than half the money it would take you to grab a same-year M3, which offered only a bit more motivation and cornering prowess. Catch the pesky BMW driver off-guard, and theyd be unlikely to easily out-drag you. So you could either look at this model as a really expensive Golf or a really cheap BMW. That was what the legendary GTI had always been about, and this was a resounding return to form and continuation of the brilliance that was the GTI 16V, even if they felt (and, looked) completely different:

CLICK FOR DETAILS: 1998 Volkswagen GTI VR6 on eBay

Continue reading

1998 Volkswagen Jetta GLX VR6 with 31,000 Miles

While the last few VWs have been a bit strange in some way or other, each held a specific subset of people absolutely obsessed with them. The same does not seem to be true of today’s Mk.III Jetta GLX VR6, which is strange to me since it has the hallmarks of a potential collector.

Purists decried the arrival of the “grown up” A3 chassis Golf and Vento, sold as the Jetta in North America. It was expensive, it was heavy (relative to the A1 and A2 chassis, anyway) and the performance was dulled – that was, until the introduction of the GLX model that replaced the earlier GLi models. Now sporting the VR6 that had debuted in the Corrado a few years earlier, the GLX was all around a screamer. It might have been heavier than the GLi had been, but it was quicker to 60, quieter on the highway, more comfortable and better in crashes (if things went south), and returned close to the same fuel economy as the thirsty, buzzy and boxy 16V had. The Volkswagen Jetta III, as it was known in the US, was introduced at a time when US sales were at their lowest and it appeared as if VW was considering pulling out of the US market. This generation Jetta became the best selling Volkswagen by the time the production run ceased in 1999. It was insanely popular and seemed to be the defacto college car of choice for both men and women. Because of that, many of these Jettas fell into disrepair or were totaled, so it’s rare to find a lower mile and clean GLX these days:

CLICK FOR DETAILS: 1998 Volkswagen Jetta GLX VR6 on eBay

Continue reading

Feature Listing: 1998 Mercedes-Benz E300

Sometimes I wonder what it would be like to daily drive a car that isn’t 38 years-old and has such luxuries like airbags, ABS and a modern climate control system. Don’t get me wrong, I love my W116 Mercedes-Benz 300SD, but sometimes I yearn for heated seats and a tire selection greater than three different brands. Once in a while I will see what kind of options are out there for more modern replacements for my W116 and today’s car, a 1998 E300, might just be a perfect combination of modern amenities and the old school diesel feel. This W210 hails from the Northeast with only 100,000 miles and in what should be a total shocker to almost everyone reading this, has no rust. Is this the answer to all my wildest dreams and fantasies?

CLICK FOR DETAILS: 1998 Mercedes-Benz E300 on New York Craigslist

Continue reading