If you really want to stand apart from the standard E30 crowd, some of the limited production models that never came here are a sure-fire bet to draw attention. Late in the E30 run, BMW developed a special run of E30s called the ‘Design Editions’. These were effectively just appearance packages with splashy colors; Daytona Violet, Neon Blue and today’s feature color, Neon Green Metallic 262. Each was matched with a special interior fabric, here in 0464 with Neon Green accents. Underneath, these were effectively stock E30s otherwise, so you got a M42 inline-4 rated at 140 horsepower and here mated to a normal 5-speed manual. While the drivetrain isn’t anything exotic, certainly the limited nature of this model is – as only 50 Neon Green Metallic Design Edition 318iCs were produced:
Stepping even a bit further back in BMW’s timeline, today we have a Neue Klasse Coupe. The E120 was as evolution of the Bertone 3200CS design from the early 1960s, but BMW’s design head – one very famous Mr. Wilhelm Hofmeister – certainly added his own distinctive flair. However, he wasn’t alone – some of the most famous car designers from the period had influence – from the aforementioned Bertone, Giugiaro, and of course Michelotti (designer of the 700 series as well) all had a hand.
While the lines looked exotic, underneath the chassis and drivetrain were borrowed straight from the more pedestrian Neue Klasse sedans. Power came from the venerable 2.0 inline-4 M10 fed by twin Solex carbs. The CS had the higher compression (9.3:1) 120 horsepower version, while the C and CA made due with 100. This was still a huge step for BMW, who lacked the capability to produce the complex body structure on its normal assembly lines. As a result, like its successors the E9 and early E24 models, the 2000C, CA and CS Coupes would be produced by Karmann in Osnabrück. A total of approximately 13,691 were produced between its 1965 launch and the takeover of the 2800CS introduction in 1968.
So, they’re old, a bit quirky-looking by BMW standards, and rare. That certainly makes for the potential for a collector car! And this one is claimed to be a mostly original survivor, to boot:
CLICK FOR DETAILS: 1967 BMW 2000CS on eBay
In Tuesday’s post about the GTI 20th Anniversary Edition, I mentioned that often the U.S. was left out of the special model production cycle. That was very true for the many limited editions of every generation of Golf. Of course, we did get some special Golfs – the Wolfsburg Edition being the best known, but there was also the Mk.2 Golf GT and, of course, the Harlequin, Trek and K2 models for the third generation. But with clever names like the ‘Driver’, ‘Match’ and the myriad of band-themed Mk.3 Golfs, most were left in Europe. One other model which was a bit of a head-scratcher was the ‘Ryder’.
Of course, Google ‘Golf Ryder’ and you’ll get all sorts of information about Tiger Woods. While the Driver was, like the Golf GT, a de-contented GTI, the Ryder was more confusing. In Mk.2 guise, it got the 4-headlight setup of the GTI, but little else. It had a 1.3 inline-4 barely motivating it, and came to market with steel wheels and manual everything. It did have a special diagonal stripe black interior and a sunroof, but otherwise the only thing you got were badges. They really were playing into the theme that, if you were a driver, you got the more driver-oriented ‘Driver’ model apparently. This was more for people who just wanted a ride in some sort of transportation.
For the third generation, the Ryder returned, but again was even a bit more confusing. Displacement was up to a stock 1.4 rated at 59 horsepower (woooooow!) and it was good for a 16.3 second 0-60 time! Gone were the GTI headlights, replaced by the standard single-chamber stock Mk.3 units. Also not present were painted bumpers, and the steel wheels no longer sported the upgraded trim rings from the Mk.2. The Ryder badges did make a reappearance, but the once standard sunroof didn’t. Also not appearing as standard kit was a radio, air conditioning, cruise control, fog lights…in short, this was about as basic of a Golf as you could get. But since we didn’t get them here, it’s neat to check one out – and what must be the best one out there for sale has appeared in Florida:
CLICK FOR DETAILS: 1993 Volkswagen Golf Ryder on eBay
You don’t have to cast a very wide net to get a needy Porsche 924. Heck, you don’t need to cast a wide net to get a pristine 924, either! That fact alone makes the requisition of a 924 in need of restoration not only financially irresponsible, but downright ludicrous. But there are reasons which sometimes defy common sense and logic.
Now, if you wanted to grab a tired 924 that would be special, there are plenty to choose from. A few years ago there was a ’88 Special Edition near me for a song. I still regret not going to check it out. But any late 924S offers a budget sports car with a special badge, and the 944 crossover parts mean it’s easy to keep them going. Moving to the early chassis, there are of course Turbo models that are popular, but also a plethora of special editions – the Sebring, the Martini and the Limited Edition being the most notable here.
Today’s car is none of those models. But if anything it’s much more rare, and that’s why it’s worth a closer look. That’s because this car has the very rare M471 Sport Group Package. While often associated with the Turbo, it was also available but seldom chosen on the naturally aspirated model. The M471 package came with 5-bolt hubs, Turbo 4-wheel disc brakes, 15″ ATS mesh wheels, Koni sport shocks, Euro Turbo 23/14mm sway bars, and the Turbo rear spoiler. Early models also came with a special “S” decal on the hood. With only a claimed 100 imported, it’s one of the most rare configurations of the 924:
CLICK FOR DETAILS: 1980 Porsche 924 on eBay
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: