Double Take: 2007 Porsche 911 GT3 RS

I have been featuring the GT3 RS a decent bit lately, with a few of those being the 997.1 models, so I thought I’d add in a couple of the less common colors we come across. As I’ve noted previously this model itself is one of my all-time favorite Porsches. I like the very bright Orange over Black version. As it turns out those are the most common, which is something we don’t get to say very often about an orange car.

The two we’ll see here aren’t nearly as common. However, assuming the numbers I have seen are correct, they only occupy second and third respectively on the rareness chart. The claim for most rare actually belongs to the Silver version I posted a couple of weeks ago. Nonetheless we don’t see these very often so they are always worth a look.

Let’s start with the highest priced, the very bright RS Green, which here sits with 9,078 miles on it:

CLICK FOR DETAILS: Green 2007 Porsche 911 GT3 RS on eBay

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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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Type 89 20Vs: 1990 Audi 90 quattro 20V and Coupe Quattro

Update 10/24/18: After being listed as sold, the Coupe Quattro was resold in a no reserve auction format at $3,500.

Update 9/26/18: The 90 quattro 20V sold for $2,600, and the Coupe Quattro sold for $4,249

I’ve owned Audis of all sorts, but the B3/4 chassis has so far eluded me. It’s not that I haven’t come close, though. My first experience with a B3 was at one of my first jobs. One of the delivery men had bought a brand-new 1990 Coupe Quattro. It was a mess, though it was only 6 years old at that point. I offered to clean it for him, and thus was born my first drive with the 7A. It started up and sounded just like my 4000CS quattro, and if I’m brutally honest, below 3,000 rpms you couldn’t tell any difference between the two in performance. But keep your foot buried in the loud pedal and the DOHC 2.3 inline-5 began to sing, eagerly heading for the redline at every prodding. The fit, finish and luxury of the Coupe made me envious of the time; though my Audi was only four years older, it might as well have been five times that. Such was the jump from the B2 to the B3. Soon after I met another Audi fanatic who had a string of Lago Coupes I would often drool over.

My later encounter came much closer to actual ownership. I met a friend in England during grad school and we quickly bonded over Audis. It turned out that back in his hometown in Canada, he, too, had an Audi waiting. It was a graphite 1990 90 quattro 20V. And, after some time, he asked me if I wanted to buy it. When I got home I pursued this prospect since I had sold the 4000 to leave for England. Long story short, when the photos arrived of the car, it was quite a bit more crusty underneath than I was hoping. His price was reasonable, but then for about the same ask a 1993 4.2 V8 quattro came up for sale locally, and the rest was history for me.

The B3 20V has never left my thoughts, though I haven’t gotten any closer to owning one. The Coupe and its 90 quattro 20V brother each have their devoted fanbase, yet they’re remarkably different cars both in how they look and who wants to own each. Both are fairly rare, with around 1,500 Coupes and roughly 1,000 90s imported with the 7A originally – and, in all honesty, probably only a fraction of that number remain today. But surprisingly I found two examples of Pearlescent White Metallic to compare:

CLICK FOR DETAILS: 1990 Audi 90 quattro 20V on eBay

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Double Take: 1995 Audi S6

There are quite a few collector cars out there that we talk about often. In most cases, instead of being ahead of the trendsetters, enthusiasts are left lamenting how cars that are now worth capital could once be bought for pennies. Name the classic that you grew up with, and for the most part really nice examples will be priced out of the reach of many. Because of this, often those that can afford these classics at top-dollar wouldn’t dream of daily driving them.

But there are still bastions of hope for those who want a special car that can be driven daily but will be quite unique and in good shape, yet remain within a reasonable budget. Sound too good to be true? These twin 1995 S6s spooling up their AAN 20V turbocharged inline-5s beg to differ:

CLICK FOR DETAILS: 1995 Audi S6 on eBay

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Affordable E34 Face-Off: 1990 Alpina B10 3.5/1 v. 1991 M5

Update 6/15/18: After not selling last year with a $14,500 Buy It Now, the Alpina B10 3.5/1 part of this duo is back up for sale having finally been washed at the same asking price. Will it find a buyer this time around?

Just because it’s got an exotic name or badge doesn’t mean it’s automatically out of your reach. That’s the lesson for today’s twin E34s. If you’re willing to undertake a bit of a project you can certainly save money up front. Just like we saw with the S65 AMG Andrew wrote up, the initial cost you pay only going to be part of your total outlay but for the price of a small economy car, you can grab another league of luxury, performance and exclusivity that a Nissan Versa could never dream of matching. So which of these project E34s is the one you’d chose, or are both busts?

CLICK FOR DETAILS: 1990 Alpina B10 3.5/1 on eBay

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Audi A4-off Double Take: 1996 A4 2.8 v. 2000 A4 2.8 quattro Avant

Following up on the A8 3.7 front-driver oddity I posted last week, today I’m going to look at a few of the cars that put Audi back on the map. 1996 was the year Audi brought the brand-new A4 model in to replace the aging B4 90. So successful was the A4, and so ubiquitous in the small German executive market today that you’d assume the early examples were far more prolific than they were, in reality.

Still, the A4 is credited with saving the company, at the very least for the U.S. market share. Is it true? Take this into consideration; Audi sold 18,960 A4s from the launch in late 1995 until the end of 1996. Doesn’t sound like much, does it? Toyota, after all sells about 400,000 Camrys every year for the last half-decade – and that’s in a market that very much no longer values the sedan. But in 1995, Audi sold a total of 18,124 cars including those early A4s. Go back a year, and the number was substantially lower; 12,575. Entering into the 2000 model year, Audi crested 100,000 A4s sold in the U.S. market. The proof was in the pudding. By the time the new C5 A6 launched, Audi’s sales had crested 65,000 units a year and they haven’t looked back. 1994’s sale figures represented 0.08 of the marketplace; today, Audi sells a still modest but sustainable 1.3%.

But while Audi and “quattro” are synonymous, like the A8 I looked at, a fair chunk of the early A4s avoided the extra cost of all-wheel drive and came configured as FronTrak models. About 7,000 of those nearly 19,000 1996 A4s were so ordered. The prolific nature of these cars, coupled with typical low Audi residual value, has meant that they’re hard to find in clean condition. So today I have two; one from the beginning and one from the end of the run. While both are white, it’s just about there where the similarities end:

CLICK FOR DETAILS: 1996 Audi A4 2.8 on eBay

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Double Take: 1995 Mercedes-Benz E320 Cabriolet

In my long affinity for the Mercedes-Benz W124 Cabriolet, I have featured all kinds of examples. Rare color ones, expensive ones and even ones with V8s swapped into them. So naturally when I come across one in my cruise around the internet, I usually take a quick peek at it. Today’s W124 Cabriolets, a Signal Red example for sale in California and a black one listed in Connecticut, are both prime examples of these amazing drop top cruisers. You’d probably have a tough time finding any faults at all on either of these cars, but what if I told you that one was literally twice the price as the other? Yes, I’m serious.

CLICK FOR DETAILS: 1995 Mercedes-Benz E320 Cabriolet on Hemmings

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Double Take: Grand Prix White Carrera Targas – Which 5-speed Will You Have?

If you find yourself desiring a classic 911 from the ’80s you’re immediately presented with a few decisions. The first of which, while seemingly the most straightforward, can actually present the biggest quandary: which model do you get, the 911SC or the 3.2 Carrera? Both are great and their similarities in design and performance are such that either model should fulfill your desires. But let’s say you’re set on the 3.2 Carrera. You want the improved performance and slightly more refined feel. You still have one more decision to make: would you rather find one of the earlier models (1984-1986) utilizing the long-standing 915 5-speed transmission or a later model (1987-1989) with the newer G50 5-speed transmission? It seems a minor detail, but the transmissions do make a difference. Most drivers find the G50 to be the nicer shifting of the two and it is a more stout transmission to begin with, a point that certainly could make a difference 30 years from new. However, the G50 also is heavier and typically the prices for the later Carreras, in part because of that transmission, tend to be higher. If you’re thinking strictly about adding one to a collection the G50 probably is the one to get. For a driver? It’s not so straightforward.

Generally speaking, unless you’re very patient most of these decisions will be made for you since you’re typically best off by buying the best available option from these years. A well sorted 911SC is likely to bring you more joy and fewer headaches than a 3.2 Carrera with some issues. Sometimes, however, the options are such that you really can have your choice and, in fact, in our case here your choice really is distilled down almost completely to the different transmissions.

Here we have two Grand Prix White 3.2 Carrera Targas with pretty similar mileage, pretty similar asking prices, and seemingly very similar condition. Both also are located in the same general region of the country. The only real differences are the interior color and the model year. Let’s proceed in chronological order and begin with this 1985 Porsche 911 Carrera Targa, located in Miami, with Burgundy interior and 103,000 miles on it.

CLICK FOR DETAILS: 1985 Porsche 911 Carrera Targa on eBay

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Double Take – 25,000 Miles Total: 1988 Porsche 944 Turbo S Silver Rose

Update 12/2/18: The 16,000 mile example is down to $55,995.

Update 8/15/18: The ask on the 16,000 mile 944 Turbo S has dropped further to $59,995.

Update 6/1/18: The 16,000 mile Turbo S in this post has dropped $5,000 in asking price to $64,995.

We’ve managed to stick to a red interior theme so far today, and I’m going to further that just a bit more. But while red interiors in the 70s and 80s were super chic, few for me match the sheer audacity or execution of today’s twin 944 Turbo S Silver Rose models. And as I’ve spent the last few transaxle posts dancing around special models, it would seem fitting to cover what many consider to be the most special of all. Coincidentally, outside of some exceptional limited production models like the Turbo Cup, 968 CS or Turbo S, and 924 Carrera GTS, few are worth as much as this model either.

1988 saw numerous changes in the 944 Turbo lineup. The new option M758 “Turbo S” included a new turbocharger with redesigned vanes and a remapped DME which increased boost to a max of 1.82 bar. The resulting M44/52 had 30 more horsepower and 15 lb.ft torque to a max of 247 and 258, respectively. But the “S” package was far more than just more boost, as the cooling system was revised, the clutch and transmission were beefed up with hardened first and second gears.

Brakes were borrowed from the 928 S4 and now measured 12″ in front with four piston aluminum calipers. Wheels were Club Sport 16″ forged, polished and anodized units measuring 7 inches in front and 9 in the rear. Suspension was also beefed up with the M030 package; this included adjustable rebound Koni shocks and adjustable-perch coilovers in front. Limited slip differentials (Code 220) were not standard, but a must-select option.

Within the already limited edition S (of which about 1,900 were shipped to the US), there was another special edition. The “Silver Rose” launch cars took all of the special aspects of the M758 S package and added a unique color (Silver Rose Metallic, LM3Z) and a very unique Burgundy Studio Check interior. Outside of the Turbo Cup cars, these very limited (claimed 339) original models have become the most desirable of the 944 Turbos, and few are presented like these two today which have combined only managed to cover 24,494 miles in 30 years:

CLICK FOR DETAILS: 1988 Porsche 944 Turbo S Silver Rose at Porsche Warrington

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VRffordable Double Take: 1997 Volkswagen GTI VR6

Update 2/6/2018: After selling in November for $2,250, the new owner of the Candy White GTI is selling it with an uninstalled turbo kit asking $2,900 now.

Tired of seeing high prices for Corrado SLC VR6s? Today is your day, because nearly all of the fun offered in the 6-cylinder Corrado was also slotted into the GTI. For a hair under $20,000, you got the same thrilling 2.8 liter VR6 mated solely to a 5-speed manual. Did you want an automatic? Well, then buy the Jetta. Sure, that motor and the bigger body of the Mk.3 meant it was quite a bit heavier than the previous GTIs had been – by 1995, the ‘hot hatch’ had bulked up with 700 additional lbs of super-weight gain Mk.3000 versus the A1. But faster? Without a doubt. With nearly double the horsepower of the original U.S. market model, 0-60 was sub 7-seconds and you could hit 130 flat out. Coupled too with VW’s ‘we don’t care if you think it’s broke we’re not going to fix it’ styling attitude, the Mk.3 might have not looked as slinky as the Corrado, but underneath it was still a Golf and as such, practical.

So while the Corrado pretended to be a Porsche, the GTI remained the answer to the ‘what if’; you wanted a Porsche, but you a) didn’t want to (or couldn’t) pay for a Porsche, and 2) you occasionally needed a car that you could actually use to transport things other than your smile. This was the recipe that made the first two generations successful.

It was no surprise then that the third generation GTI remained a niche hit for Volkswagen even in relatively dire times for European imports. While finding a nice GTI VR6 can be quite difficult, it was a bit of a Thanksgiving treat to see two pop up in my feed. So which is the winner?

CLICK FOR DETAILS: 1997 Volkswagen GTI VR6 on eBay

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