Double Take: 1980 and 1981 Audi 5000Ss

Update 12/2/18: The manual 1981 5000S has been relisted with a reserve auction and opening $6,500 bid price. It bid to $5,100 last time around and I was surprised it didn’t sell. Based upon the other Type 43 sales recently, the current listing seems ambitious so we’ll probably see this one remain for sale for a bit.

Update 11/11/18: The 1980 5000S sold for $2,600.

I wasn’t particularly effusive with praise for the Type 44 Audi 5000S, although it was almost certainly the car which kept Audi’s doors open and lights on in the U.S. during the 1980s. Part of the reason that the Type 44 was so successful was that it was a major step forward from the Type 43, a car designed in the 1970s that felt…well, decidedly like it was from the 1970s. It was big, boxy, not particularly efficient and not particularly technically advanced – especially when compared to the model which replaced it.

However, there were some great qualities about the Type 43. It was the model that introduced mass turbocharging to Audi with the 200 5T, a de-tuned version of which would appear in the U.S. as the Audi 5000 Turbo. Audi used that idea to launch the Quattro a bit later, and the rest is history. The Type 43 was also quite a handsome car, though like many from the period its looks were hampered by the DOT-approved bumpers. Although well reviewed by magazines and offering class-leading features and technology, the Type 43 never really sold in great numbers. A total of 163,442 sold here between its 1978 launch and 1983, the last model year before the Type 44 replacements rolled into dealers. That was just a bit better than the C1 Audi 100 had sold here, a car with a less-than-stellar reputation. Clearly, the Type 43 spent most of its time erasing the memory of the C1, and consequently it is important as it laid the cornerstones for the more successful Type 44.

Today C2s are pretty hard to come across, though we do see a regular flow of them across these pages. Today’s examples are the more pedestrian (and more common to find) 100 horsepower naturally aspirated versions rather than the early Turbo. Still it’s a bit of a treat to get two at the same time, so here we go:

CLICK FOR DETAILS: 1981 Audi 5000S on eBay

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Motorsports Monday: BMW Legends Collection

Let’s say you want to start a car collection, and for ease of argument’s sake, let’s say you’re really into BMWs. Which is the model you want? You could be a 507 enthusiast, love the classic 3.0 CSL or 2002, envy every E30 or lust over the modern muscle the company produces. But odds are if you’re reading these pages you, like me, gravitate towards BMW’s Motorsport models.

Within the Pantheon of classic models, there then comes the difficult decisions. How do you choose between the E30 M3 and the 1M, for example? Well, Enthusiast Auto Group has a suggestion. Why not have them both? Or, even better, why not assemble all of the greatest hits from BMW’s M division over the past 40 years and put them together into one curated, turn-key package?

CLICK FOR DETAILS: The Collection of BMW Legends at Enthusiast Auto Group

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1986 Audi Coupe GT 20V

This Audi Coupe GT 20V sold for $11,900.

Yesterday’s Jade Green ’74 911 Coupe was for me a ‘Greatest Hits’ example. It was a great color on a great classic, with great wheels, great flares, a great interior and great graphics. While I’m certain it wasn’t for everyone, the 911 market of today means that whatever genre your particular greatest hits are composed of you’ll probably find what you’re looking for.

The same cannot be said for Audi, especially when it comes to 1980s examples. Yet here, today, we have what I would consider to be a pretty good attempt to make the greatest Coupe GT. First off, there are some who like the early Coupe or Coupe GT models, but as I’ve had a string of them my heart beats to the later ’85-up chassis. Couple the better looks with improved European headlights and you’re starting off well. Make it one of the better colors for the GT – Alpine White L90E – and things are still great. Inside, the best interior to match that outside was the limited edition Commemorative Design “Mouton” red leather. You’ll want the Nardi leather wheel to hold on to. Kick the wheels up a few notches to really make the GT look more purposeful, and while you’re there, lower the ride height too.

But it’s the go that really separates this GT. The stock KX is hard to develop, between the lack of parts, the CIS fuel injection, and the lack of parts. Did I mention the lack of parts? You can go the cam route and do a bunch of other goodies and once it’s all done, you’ll come out the other side with maybe as much power as the later 2.3 NG. Maybe. But since the GT is a one-wheel drive wonder, you won’t want to overdo the power department. The solution is the short-lived 7A 2.3 20V DOHC motor found in the 1990-1991 90 quattro 20V and Coupe Quattro. Match the 164 horsepower, 7,200 RPM screamer to the 600 lb lighter chassis of the GT and suddenly you’ve got quite a stunner. And why not throw in some period graphics, too?

CLICK FOR DETAILS: 1986 Audi Coupe GT 20V on Bring a Trailer

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1985 Audi Coupe GT

Update 11/16/18: This GT sold again for $3,474.

Update 11/2/18: After selling over the summer for $3,000, this fairly clean driver-quality 1985 Audi Coupe GT is back on the market. The no reserve auction is so far below $2,000, and the seller gives a very honest breakdown of the current status of the car and notes more problems with the car than the listing over the summer. Despite that, it’s still fairly hard to find a clean GT, so this one might be worth grabbing!

Update 6/28/18: The best part of a year after originally being listed, this reasonably clean 1985 Audi Coupe GT is back in a reserve auction format. Since the Buy It Now was $4,950 last September, we can guess the reserve is probably at or over $4,000. The Coupe GT market has moved forward since last year, so will it sell this time?

The 1985 Audi Coupe GT debuted the aerodynamic B2 refinements in the 2-door version of the Type 85. Just like the 4000CS quattro I looked at the other day, smooth bumper covers front and rear were met with wide molding and new rocker covers. DOT-required 9004 halogen lights replaced the upright quad-rectangle arrangement on 1984 models, and the new grill sloped to meet stainless trim which surrounded the car. Inside was met with a revised dashboard with new softer-touch plastics, a leather covered steering wheel and few other changes. Mechanically, just as with the 84-85 4000 quattro, there were very few alterations between pre-facelift GT and the ’85. The same KX 110 horsepower inline-5 and 5-speed manual (3-speed automatic available) drove the car, but the ’85 up wore the same 4×108 hubs and brakes (in front, at least) as the quattro.

As with the 4000 line, most of the manual bits available in early B2s disappeared, and in you bought a late model it probably came standard with power locks, mirrors and windows. Most GTs also came equipped with a sunroof (manual and pop-out) and the rear wiper. Today’s example follows that convention minus the rear wiper. The package proved to generally be considered more than the sum of its parts, and in 1985 Car and Driver tested eight GT cars and proclaimed the Audi Coupe GT the best package available, beating ‘sports cars’ like the Supra, Mustang, and Camaro. One of the 3,586 sold in 1985, this Alpine White example reminds of a more simple time when you could drive a car at 10/10ths and still remain (mostly) at legal speeds:

CLICK FOR DETAILS: 1985 Audi Coupe GT on eBay

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Pre-Production: 2001 BMW M3

I mentioned yesterday I’d look at a M3, and here it is. There were some 26,202 E46 M3 Coupes to choose from when considering the model. So, often sellers and buyers are looking for something special to help differentiate their M3. Usually that manifests itself in color, miles or mods, but today’s example is quite unusual. Official production started rolling in early in 2001, but today’s M3 is claimed produced in June of 2000, making it a pre-production example of the legendary coupe. There seems to be good documentation to back up the claims that are made, along with a very unusual-to-see set of options. So is this the one to get?

CLICK FOR DETAILS: 2001 BMW M3 on eBay

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2013 BMW 135i M-Sport

Update 11/11/18: Price drop from the original $26,997 asking price by $2,020 to $24,977 today.

I casually mentioned in passing recently that we traded our E61 530xi Sports Wagon for an E82 135i Sport. While production overlapped between the two chassis, they are really polar opposites when it comes to BMWs. The 5-Series was obvious all about comfort and isolation, as well as carrying a huge load of anything you could throw at it through any weather. The 1-Series sought to return BMW to its more affordable small car roots by shrinking the swollen 3-Series down substantially.

What BMW unintentionally did was to create an E46 successor. The E82s are similarly sized, similarly equipped and were similarly priced to the E46. And in its most basic, most sporty form, the early 135i Sport is on paper a close match for the performance of the third generation M3. Okay, there’s no doubt that the 135i isn’t a M3 when you get behind the wheel. But is it a special car? Yes. And does it move? The N54/55 are rated at 300 horsepower – about 10% shy of the S54. But they’ve got 300 lb.ft of torque, almost about 15% more than the M3 had. And because they’re a turbo motor and they were able to tune that torque curve in, it’s about as flat as the Makgadikgadi Pan. That means roll-on performance, and the 135i rewards you any time you want. The strange thing is, it really doesn’t drive like it is a turbo motor. There’s no lag, no flat spots, no real woosh. It just feels like a very strong high-compression inline-6. And though it won’t corner like a E46 M3, it’s not far off in acceleration or driving feel.

The dash changed and some of the operations are different, but the seats and small greenhouse will instantly remind you of the earlier chassis. Ours is about as basic as they came – 6-speed manual, manual seats, no iDrive, but with a sunroof. But probably the ultimate spec is the late N55-equipped M-Sport and ‘is’ models. They’re quite hard to find even though they’re fairly new. Why is that?

CLICK FOR DETAILS: 2013 BMW 135i M-Sport on eBay

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1991 Volkswagen GTI 16V

Without a doubt, for me the best change ever to the GTI lineup was the revision in mid-1990 of the GTI 16V. The DOHC screamer was already a pretty potent performer, but Volkswagen pushed the desirability over the top for the end of the run. The result was what many – this author included – consider the best of the breed. The original may have been more pure, and subsequent models are a lot faster and more dependable. But none of them got it quite as right as the 2.0 16V.

Outside the GTI built on its legend with wider European-market flares and deep rockers. Like all of the A2s, new ‘Big Bumper’ covers integrated fog lights and brake ducting. Yes, they looked heavier than the previous slim bumpers, but they also matched the design well. Iconic round headlights returned, now with inner driving lights too. But arguably the best change was the addition of 15″ wheels – in this case, the BBS RM multi-piece units. New colors also were introduced, including the equally iconic and signature ‘Montana Green’. Inside the interior was bulked up with large bolster Recaro Trophy seats. To match the wicked looks, under the hood was improved with a new 2.0 version of the 16V motor. The 9A introduced CIS-E Motronic fuel injection, while the bore was increased from 81mm to 82.5 and the stroke from 86.4 mm to 92.8. Compression was increased slightly from 10.5:1 to 10.8:1 and the result was 134 horsepower at 5,800 RPMs and 133 lb.ft of torque at 4,400. The engine was still matched the the 2Y close ratio transmission with a 3.67 final drive. While the GTI 16V couldn’t match the Callaway Turbo GTI we saw yesterday on sheer acceleration, it was generally reviewed as the best GTI yet. Finding a clean example today is always cause for celebration, and this one looks ready to party. Does it hold up?

CLICK FOR DETAILS: 1991 Volkswagen GTI 16V on eBay

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1989 Volkswagen Jetta Diesel

The Jetta Diesel wasn’t a big seller in the U.S. early on as oil-burners fell out of favor in the mid-80s. Up through 1987, you had your choice of the 1.6 liter diesels with or without turbochargers, producing 68 and 52 horsepower, respectively. For 1988, both disappeared, yet oddly there was a run of ’89-’90 Jettas that reintroduced the 1.6 ME diesel prior to the launch of the new EcoDiesel model. While the diesel had been able to be selected in higher “GL” trim level earlier, the ’89-’90s were base model only and are fairly rare to find. But today a nice ’89 example has popped up for sale:

CLICK FOR DETAILS: 1989 Volkswagen Jetta Diesel on eBay

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1981 BMW M1

Update 7/29/18: After listing in May at $875,000, the seller has dropped the price to $725,000 – still high for the model, but not as far out of line. Will it sell this time around?

I give Audi a lot of credit for bringing the R8 to market. It took a fair amount of gall for a company best known for mid-range all-wheel drive luxury sedans to up and produce a supercar-beating mid-engine road car capable of being used year-round and every day. It’s a feat nearly without precedent. Of course, I said “nearly”.

That’s because BMW pulled off a similar trick the best part of thirty years before Audi did it. And arguably the development of what would become BMW’s fledgling Motorsports division was even more impressive than what Ingolstadt pulled off. The M1 burst onto the scene at a time of economic austerity, global oil crises and came from a company who not only didn’t have a history of producing such cars, but didn’t have connections to others who did (unlike Audi’s corporate Lamborghini partnership).

Speaking of Lamborghini, because of BMW’s lack of expertise in supercar design it was the Sant’Agata firm that was employed to produce the M1. But because of Lamborghini’s lack of expertise at being…well, a company capable of producing something on a schedule, BMW engineers had to first liberate the early molds from Italy and then find someone who could produce the car. Ultimately, it was a combination of ItalDesign in Turin, Marchesi metal working in Modena to build the frames and Karosserie Baur in Stuttgart that stuck the M1 together. Though it doesn’t exactly sound like a match made in heaven, and indeed the M1 was a relative sales flop, it has nonetheless grown to cult status as one of the most user-friendly supercars of the late 1970s:

CLICK FOR DETAILS: 1981 BMW M1 on eBay

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1994 BMW 325iS M-Design

Another M-Design! I’ve featured a string of these ultra-limited ’94 325iS models built by BMW Individual recently. Today’s VIN ends in 478, produced 40 cars after the one I looked at last June. Visually equipped with most of what would become the M3 in ’95, the M-Design is an interesting footnote in United States E36 production.

Of course, “interesting”, “obscure” and “BMW 3-Series”, when combined in the right proportions, usually equate to dollar signs in seller’s eyes. Asks on these cars often rival or exceed M3 prices. Crazy, right? Who would pay more than they would for a M3 to have less than a M3? Well, some people do. Recently a ZHP E46 coupe traded for $26,000. Scoff all you want, but clearly there is a market for the limited edition 3-series. But since some trade for high numbers, many sellers equate their 3 as priceless. Not the case today, as we get a true market indicator of where a driver-quality 325iS M-Design is valued at:

CLICK FOR DETAILS: 1994 BMW 325iS M-Design on eBay

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