While some other aftermarket tuners such as Ruf and Renntech offer turned up versions of the already potent cars, Alpina operates slightly differently – filling in the voids of models not offered by the manufacturer. There are plenty of examples of this, and if often seems to be misunderstood; Jeremy Clarkson’s review of the Alpina Roadster is probably the most notable case. A slower, softer, automatic version of the hardcore roadster certainly doesn’t make a lot of sense at first glance. But what Alpina does is give enthusiasts the opportunity to enjoy the performance that BMW offered in a slightly different package that sometimes outperforms the original platform car. One of the notable missing gaps in the BMW lineup in the mid 90s was a faster version of the E36 Touring; building off the earlier B6 – effectively, Alpina’s 4-door M3 challenger built between 1992 and 1993 with a bespoke engine and typical Alpina upgrades, the company later launched the Japanese-only market B6 2.8 Touring. Produced between 1996 and 1998, only 136 of these small wagons were produced, again utilizing the 240 horsepower bespoke Alpina motor, special wheels and interiors, Alpina’s own body kit, exhaust and suspension. They were available in 3 colors only; red, green, and silver:
Purists, swipe left.
Okay, great, because this is not only one hell of a cool 2002, I think it’s a great deal, too. What are we looking at? Well, what started life as an Inka 2002tii ‘Roundie’ has been hitting the gym and now sports a Zender body kit, SSR mesh wheels, a half-cage with Recaro cloth seats, E21 brakes, and a host of other mechanical and cosmetic refurbishments to leave one seriously sweet piece of ’02 eye candy. The asking price? Less than you’d expect!
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.
Okay, the messy M3 Lightweight was too much of a heavy lift, and the ’94 M-Design – while cool – really isn’t an M car. So where to look if you want a collector-grade E36 today?
Well, I think this is a good starting point. What at first glance may just seem like another silver M3 is revealed as something more special if you consider the date: 1994, in this case. Since there were no US ’94s, that automatically means it’s a European-specification car, with the stronger motor, better lights, and better brakes. Sweet! And it’s in the US already! Double sweet! Throw in that it’s got under 60,000 miles, Hurricane cloth Vaders, and an affordable entry price point (relative to some others we’ve looked at, at least) and this one seems a winner:
While I’m certainly not a particularly religious person, it’s hard not to accept the joy of an Easter egg hunt witnessed through the eyes of a child. Even in these trying times, its some semblance of normality lacking in the rest of our existence. But limiting such an egg hunt to children only seems unfair. And our reader John supplied us with quite the egg find today!
This purple Porsche eater comes from the hallowed halls of Buchloe and the storied company of Alpina. Normally Alpina takes ‘ordinary’ BMWs and transforms them in extraordinary performance machines. But in one case, they took a very special BMW and made it very….specialerer. Such is the case with the B6 3.5S. The 3.5S took all of the important bits of that made the 3.5 very unique and stuck them into an M3 chassis. That meant upgraded brakes, heavy-duty front springs, and the signature Alpina wheels coupled with the 3.5-liter M30 with high compression pistons, a special head and cam, and Alpina exhaust resulting in 254 horsepower. While just 219 B6s were produced, only 62 B6Ss were made. And this one is Daytona Violet!
Just prior to the launch of the E36 M3 for North America, Canada got a special run of European-specification M3s. However, they weren’t alone in terms of custom E36s available. 1994 also saw the United States get a pretty unique, and quite limited, E36 model.
It was the 1994 325is M-Design. Fans call it the M-Tech, and it was very similar to the Clubsport Coupe that was available in Europe.
While underneath this was basically a stock 325, it was still pretty special. It included nearly all the items that the M3 would have outside of the motor and brakes. You got the M-Tech body kit, mirrors, steering wheel and shift knob, along with the Anthracite M cloth (0506). Many (if not all) were painted Germany’s racing color – Alpine White. Additionally, the M-Design included a cool set of 17″ BBS 2-piece wheels. They were referred to as Style 29s, but were actually a multi-piece version of the forged BBS RG wheel. A limited run of only 150 (according to fans, BMW isn’t sure) were produced by BMW Individual with a $4,700 premium on the base price of the 325iS. What does that translate to today?
I have a romantic vision that there will be some day that I’m able to go for a cruise on the weekend with my family in the fast GT car. Part of that stems from a childhood dream; my grandfather was lucky enough to own a Ferrari 250GT/L Lusso back in the 1960s and 1970s; it was long gone before I was any age to appreciate it, but I’ve always had a thought that I could buy one some day. Well, recent market changes have moved the Lusso from a $100,000 Ferrari to a $1,000,000 plus Ferrari – the chances of me ever buying one have gone from slim to none. Even the replacement models like the 365GTC/4 are also firmly out of reach too. So my dream of the classic Ferrari has moved on to more recent, affordable models. The 456GT is a great example – classic looks, perfect layout, and most reasonable examples can be had between $50,000 and $60,000. Great! The problem? Well, it’s still a Ferrari; frequent belt services seem to run between $6,000 and $10,000, the windows apparently fall out of place and are $1,000 to fix (if you can find and independent who can be trusted), even the brakes are multi-thousand dollars. What’s a reasonable option then? Well, I think the 850CSi is probably one of the best reasonable Ferrari replacements. But is it less money?
When I look through the history of E28 5-series I’ve written up, it’s not hard to notice a pattern. Most are modified, and most feature European-style modifications. Perhaps that annoys the purists and I’ll start off by saying a half-hearted ‘sorry’ to all of them, but here we go again.
It doesn’t take a much of a look to tell that this E28 has undergone the same series of modifications that the last ’87 535iS I looked had; namely, European headlights and bumpers and BBS Style 5s. But unlike that example, this one is done. As in, really, really done. If you’re looking for an as-new 535i with some stellar mods, check it out – but first, move the coffee away from the keyboard, especially as you get to the ‘price’ section:
When enthusiasts think of custom coachwork and Germany, one name usually springs to mind: Karmann. Most identifiable for their combination with Ghia’s designs for Volkswagen, Karmann produced not only their eponymous creation Karmann-Ghia in both Type 14 and Type 34 configuration, but also the Beetle convertible. Volkswagen’s association didn’t end there, though, as the first Rabbit Cabriolets, both versions of the original Scirocco and the later Corrado were all built by the firm. So, too, were some of the first Porsche 356, 911 and 912 models, along with the 914. BMW, too, turned to the firm for ‘Big Coupe’ production, from the 2000CS to the E24 6-series. But when it came time to take the top off of their small cars, BMW looked elsewhere.
From Osnabrück, BMW headed into the heart of the enemy’s home in Stuttgart, where Karosserie Baur was located. Baur was the company that BMW turned to when plans with Lamborghini to produce the supercar M1 fell through. Baur would later be the home that the infamous Group B Sport Quattro and Porsche 959 were produced in. In short, Baur was responsible for some of the most significant designs in German motoring and has plenty of expertise in factory-quality experience. It should come as no surprise, then, that they were the company that BMW selected to produce the first 3-series convertibles.
Taking the roof off the car seems simple enough; just grab a saw and say ‘How hard could it be?’ Well, not so fast, as structural rigidity rears its ugly head. Beyond that, in the 1970s government nannies were indicating that the idea of a topless car was going to be outlawed, leading many manufacturers – including all of the major U.S. brands – to abandon the idea. Baur’s solution to the problem was to create a roll hoop ‘Targa’ model, which as we know from Porsche models offered multiple roof positions while simultaneously solving the issue of structural rigidity and occupant safety. But Baur wasn’t able to utilize the ‘Targa’ nameplate, as Porsche owned the copywrite of the title. Baur instead called the new partially topless 3-series the Top Cabriolet, shortened to TC. BMW offered these as a full-factory option and maintained the warranty, as these cars were expensive in period – a 320i like this one hit the market at the equivalent of $14,000 in 1979 (about $50,000 today) and selecting the Baur TC1 option added some $6,000 (about $21,000 today) to the price. Just for reference, that’ll buy you TWO brand new 230is today.
Andrew’s ultra-low mileage 996TT was certainly impressive. But if you want a real ship-in-a-bottle moment, this post is for you. Perhaps it would be better termed car-in-a-bubble?
This 1997 BMW 740i was apparently bought new and then never used. It’s traveled just 158 miles in 23 years; I don’t live very far from the closest gas station to me at all, but basically I’d exceed the mileage on this car by doing a round-trip just to the pump only once every 365 days. Nuts? Yeah, probably. But here you go – if you want an as-new E38, this is the auction for you: