Perhaps 2019 will be the year of the E21? Along with the early 7-series E23, these relatively unloved BMWs remain solid values in the classic car world. Why? Well, it’s pretty simple. The E21 didn’t have the spunk of its E10 predecessor, nor the looks, power or handling of its E30 replacement. Even without those bookmarks, if you’re looking at late 70s to early 80s BMWs, the star power still is firmly planted in the E24 while the E12 and early E28s are more classic and practical. That leaves the E21 in a strange limbo of value, making it hard to justify restoration or keep miles off a clean chassis.
So herein lies this comparison; both Henna Red 1982 BMW 320is, I found a pretty clean light restoration candidate and a reasonably clean high mileage “S” package. Traditionally, the Sport package has always been the star in this Washington Generals lineup, so will that hold true today?
Update 8/30/18: A year after I originally wrote this car up at $20,000, it is back on a no reserve auction format and should sell this time if someone clicks the opening bid point at $7,500.
A decade on from the takeover of Hans Glas GmbH, BMW put the Dingolfing production line and engineers to work on their new big coupe. This allowed them to build the design in-house, instead of subcontracting construction of the 2-door as they had with the E9 to Karmann. The E24 was released in 1976, and compared to the Glas V8 they had borrowed for their premium product in the late 1960s it was thoroughly modern. Paul Bracq penned the lines as he did for all BMWs of the period, and but while there was a strong family resemblance between the 3- ,5- ,6- and 7-series cars, the E24 was where the long, low lines and sweeping greenhouse worked the best.
While initially the car was introduced to the world with many of the items from the E9 carried over, the U.S. got a special one-off for its introduction year. The 630CSi was brought in 1977 with a D-Jetronic fuel injected version of the M30B30 which itself had also seen duty in the E9. With slightly lower compression and emissions equipment fitted, it produced 176 horsepower and was shared with the contemporary 530i until 1978. But in late 1977, BMW yanked the 630 from the U.S., replacing it with the more powerful 633CSi.
While BMW’s sales between 1970 and 1977 had doubled (14,574 total vehicles to 28,766), the number of early 6s that made the journey was still relatively small. Couple that with thermal reactor failure that was a demise of many of the early U.S.-bound 3.0s, and of course the big nemesis of the 70s BMW – rust – and finding a lovely example of the early E24 here in the U.S. is quite difficult:
It’s always a bit of a surprise when something unique and special from the mid-80s VW catalog comes along. Pre-16V GTIs are pretty hard to find in decent shape. But Callaway Turbo models with period BBS body kit and low miles? When I came across this listing you could say it wasn’t the only forced induction. Callaway was the American tuner of the 80s, building supercar-slaying twin turbo Corvettes that generated almost as much press for their acceleration as their propensity to melt down faster than Chernobyl. But on the less exotic end of the spectrum, Callaway’s turbo kits made VWs pretty potent machines. They switched from K-Jetronic to KE-Jetronic and dropped compression to 7.8:1 by adding a thick head gasket. Then on was bolted a turbocharger generating 10 lbs. of boost, pushing the GTI’s power from 105 to 150 in an instant. This resulted in low 7-second 0-60 times and a higher top speed. Callaway generally outfit his cars well with BBS body kits and wheels, and for good measure a Nissan 300ZX Turbo hood scoop for the intercooler on top of the motor too. They cost a pretty penny; a base GTI was only around $9,000 in 1985, but the turbo system in stage II configuration cost $4,000 and the BBS body kit another $1,000. Pop for some BBS wheels and tires and you were another $2,000 lighter, and some owners went farther with steering wheels, seat and radio upgrades. The result could be over $18,000 and few were sold, but then this GTI would give a more expensive Porsche a run for its money.
Amazingly, we’ve gotten to see a few of these rare GTI Turbos for sale over the past few years. Most recent was the all-white ’87 Neuspeed , but back a bit further we saw a nearly identical ’85 hit over $20,000. This lower mile example is on offer currently for only about half that amount:
When the second generation Cabriolet finally launched for 1995, Volkswagen had waited so long to replace the A1 chassis that it completely bypassed the A2. What appeared then was a A3 chassis, and compared to the outgoing model it was bigger, rounder, softer and not appreciably sportier. Motivation was from the same ABA 2.0 inline-4 found in the standard Golf rated at 115 horsepower, so to make it ‘hipper’ Volkswagen dropped the “let” from the name.
It was, however, instantly recognizable as the new go-to affordable 4-seater drop-top, but sales were slow in the mid-90s. Volkswagen sold just over 5,800 1996s, for example. They were pretty expensive for a Golf at nearly $20,000 MSRP and over with some options, but then this was the cheapest German convertible you could buy. The big problem was that for less money you could get the much more entertaining (and reliable) Miata. The combination of low production numbers, the classic styling of the original and lack of enthusiast appeal mean we just about never feature them. I last wrote up a Cabriolet in July 2017, and the last Cabrio was a year earlier. So there’s nothing to see here? Not with this turned up and built one, that’s for sure!
Update 8/8/18: An interesting follow-up to the clean V8 quattro I posted the other day, this 1991 V8 5-speed has returned in a no reserve auction format with a $5,500 opening price – down $1,000 from May.
Back to big Audis! The early 1990s were, as I’ve described in the past two posts, a period of change for the Ingolstadt firm as they closed down production on the Type 44 to introduce its new replacement, the C4. That led to a dizzying assortment of models from the one chassis. There was the aforementioned 100 and 100 quattro. You could move up to two turbocharged models, too – the 200 Turbo gave you 165 horsepower through the front wheels, and the new-and-only-for-91 in the U.S. was 200 20V quattro. Europe and the rest of the world got even more options; production lasted right up through 2006 in parts of China, where they even made a crazy long-wheel base 4-door convertible version of the Hongqi.
But the top of the heap for the U.S. market was a derivative of the Type 44, the D11 chassis. Of course, that was Audi’s foray into the top-tier luxury market with its new all-aluminum 32 valve double-overhead cam V8. Body revisions to the front and rear along with flared fenders made the V8 quattro seem like a completely different car to the slab-sided 100. V8s had, and have, serious presence. Big news, too, was that for the first time Audi was able to match its all-wheel drive quattro setup with a new 4-speed automatic transmission.
For die-hard Audi faithful, though, for a short while you could still opt to row-your-own with the 240 horsepower 3.6 liter V8 singing to your right foot. These manual V8 quattros are legendary because of their rarity and that they are the only car Audi brought to market with twin Torsen differentials. The combination of a more rearward weight bias, big and instant torque from the V8 and those clever diffs made for one of the best driving experiences in a big sedan from Audi:
I have yet to look at a Golf R32 in 2018. It’s not for lack of examples; any given day, there are usually about 10 or so for sale on eBay and plenty more via Volkswagen-specific fora. But it’s the crazy asking prices that usually put me off from the first generation. I just can’t get on board, especially as Golf R prices have dipped down in to the low 20s. Heck, there are two Golf Rs below $20,000 right now. It’s therefore pretty hard to stomach the high teen ask on many first-gen R32s even with many hundreds of thousands of miles. They’re not the E30 M3, after all. Not even close.
So how do you get into an affordable R32? One way is to consider the second generation. Perhaps it was the styling, perhaps it was the DSG-only transmission, but even a very clean 2008 Golf R32 comes to market generally under the asking prices of the first generation. Still not your bag? Well, then you could get into this no reserve first gen – but a warning, some assembly is required…
Another M-Design! Iâ€™ve featured a string of these ultra-limited â€™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 â€™95, the M-Design is an interesting footnote in United States E36 production.
Of course, â€œinterestingâ€, â€œobscureâ€ and â€œBMW 3-Seriesâ€, when combined in the right proportions, usually equate to dollar signs in sellerâ€™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:
What is the price for rarity? As I’ve mentioned in previous posts, enthusiasts will sometimes go to extremes to have something just a bit different than the norm. Take today’s Golf. Like the 1989 Volkswagen GTI I looked at a few weeks ago, something odd will stick out to the brand faithful that will probably go unnoticed by nearly everyone else. First off, for the U.S. market, the VR6 was limited to the GTI range. This looks like a GTI with the dual chamber headlights and foglights, VR6 badges and BBS wheels. But another minor detail then rears its head – or, in this case, rears its doors. That’s right, this is a 5-door Golf VR6 from Europe. Look closer and you’ll notice items such as the textured flares, deeper chin spoiler and fender mounted directionals that differentiate ROW A3s. So what will getting into this rare-to-see VW cost you today?
When I first came across this car, just like with Rob’s GT3 yesterday I was pretty sure I’d seen it before. The 1994 BMW 325iS M-Design was produced in very limited numbers, and this one was for sale after another I wrote up fairly recently with similar miles:
Diet M3: 1994 BMW 325is M-Design
However, a quick check of the VINs revealed they’re different chassis; this one is 386, produced 52 prior to the last one we looked at (438). So let’s refresh ourselves on what made the M-Design 3-series special.
Basically, this car was the precursor to the U.S.-spec M3. BMW teased its release with an American version of the Clubsport Coupe; you got the M-Tech body kit, mirrors, steering wheel and shift knob, along with the Anthracite M cloth (0506) and an Alpine White exterior. BMW equipped BBS RC 2-piece wheels with forged centers too. In all, it made for a pretty package even if it was no more potent than a standard E36. Fans claim only 150 were imported which seems about right, though BMW doesn’t have official importation numbers.
Last time around, though the condition was very good the general consensus was that an actual M3 was a better deal at the asking price. How about today?
Update 5/18/18 – After failing to sell last year at nearly $8,000, this sweet and rare 1990 Audi 90 quattro 20V with some fantastic period-correct BBS RS wheels is back on eBay with an opening bid at only $4,000!
Just as they had with the development of the 10V Turbo for their top tier products, Audi’s work on the Group B, Sport and later RR 20V Quattro (along with the creation of the original S-series cars soon after) trickled down into the rest of the range, but only in a very limited fashion. The 7A 2.3 liter 20V motor was the beneficiary of that racing work, and it was at the time a pretty impressive unit. Out of 2.3 liters, Audi squeezed a very reliable 164 horsepower with a screaming 7,200 RPM redline. While it’s true this was down on peak power to racing motors like the M3’s S14, the adding of the second cam and a modern EFI engine management also yielded nearly 160 ft.lb of torque.
So why does everyone claim that this car was under-powered?
Weight. The luxury-oriented B3 was most popular in Coupe form, where at 3,300 lbs in 1991 it was in need of a diet. It was 30 horsepower down on the BMW, and weighed 500 lbs more, with a more frontward weight bias. A performance car this did not make, and the result was that the expensive Audis leisurely gained speed. Despite the near 50% power increase over the outgoing Coupe GT, a stock B3 Coupe Quattro shared near identical 0-60 times and cost $10,000 more.
But if you were a clever buyer, you could get slightly better performance out of the 4-door variant of the naturally aspirated double overhead cam inline-5. That’s because concurrent with Coupe production, the motor and drivetrain was offered in the slightly lighter 90 quattro 20V: