In an article I penned for The Truth About Cars back in 2016, I covered some of the development of the Wedge Era and how those spectacular show car designs channeled their design language down to more pedestrian models. One of the stars of that article were the cutting-edge looks from Giugiaroís ItalDesign Ė the firm, and man, responsible for some of your favorites such as the basic shape for the Audi Quattro. But while the Quattro launched its brand into the luxury realm and redefined the 80s, the undisputed German star of the wedgey wonders was the BMW M1.
Like the Quattro, the M1 redefined and refined BMWís core mission, helping to launch the Motorsport division along with the 3.0 CSL and 2002 Turbo. While Giugiaro had also had his hand in the M1ís design, the genesis of the shape lay in the much earlier Paul Bracq designed Turbo concept. Bracq, in turn, had undoubtedly been influenced by the late 1960s creations of both Giorgetto Giugiaro (at Ghia and ItalDesign) and Marcello Gandini (Bertone), as well as the efforts and splash rival Mercedes-Benz had made in 1969 with the C111 concept and record setter.
But while Daimler was hesitant to enter serial production with such a departure from their tried and true sedan designs, the M1 proved to be just the spark BMW was looking for to ignite the fire in driving enthusiastís minds. It was, at the time, the Ultimate Driving Machine:
While for some the Turbo S and GT2s are the pinnacle of 993 performance and desirability for understandable reasons, for me it’s the Supercup cars that really excite. Building on the 964 Cup design, the 993 received a special version of the Carrera RS’s 3.8 liter M64/20. Dubbed the M64/70, a plastic intake, hotter cams, no cats and a unique non-MAF Motronic computer yielded 315 horsepower. Then, just as they had with the 964, Porsche upped the ante again with the 3.8 RSR. The RSR had an even more unique motor – the M65/75 – which went to a aluminum resonance manifold and individual throttle bodies and hot cams to produce 349 horsepower. You could opt for three different specifications for sprint or endurance, and two different transmission options (one with additional cooling). Outside, in addition to the Cup splitter and giant rear spoiler, the RSR featured GT2-esque tacked on flares covering massive 18″ BBS center-lock magnesium race wheels. It was, in all, a very special package and a claimed 45 were produced.
The thing is, this isn’t one of them. Well, sorta…
The M635CSi somehow gets lost among the other greats of the period from BMW. Perhaps, for U.S. fans, itís the nomenclature thatís confusing. After all, there was a M1, an M3, and a M5, but when it came to the M version of the E24, BMW stuck with the moniker M635CSi in all markets but the United States and Japan. Confounding that decision was the launch of the E28 M535i. Like the M635CSi, it had additional body pieces, special interior trim and wheels from M-Technic. But while the M535i had a fairly normal M30 under the hood, the E24 received the full-fat M88/3 that was shared with the M5. Like the European M5 production started in 1984, well before they were available to U.S. customers. But while the M5 only sold in very sparse numbers over its short production cycle (about 775 sold in Europe between 1984 and 1987), the M635i was a relative hit, with just over 3,900 selling overall Ė far more than made it the U.S. market. Additionally, the European models were a slightly more pure form of the design; smaller bumpers, less weight, and about 30 more horsepower on tap without catalyst.
Back in February, I looked at a group of M6s with asking prices all over the map. True, some M6s have sold for big numbers and there’s one looking like it may hit $100,000 this week. But they’ve all been pristine original U.S. examples with very low mileage. Today we have a moderate mileage, lightly modified European M635CSi in an offbeat color (for the M6), so how does the price sit?
We don’t often get to look at 1984 Quattros, and that’s for a good reason. While Quattros are rare stateside full-stop with only 664 brought here originally, just 10% – 65 – were ’84 model year cars. Like ’85, ’84 was a transition year as the newer dashboard, 8″ Ronals and a few other minor changes crept into production. LY5Y Amazon Blue Metallic was offered alongside the Helios Blue Metallic in 1983, but for 1984 it became the sole dark blue offered. Itís a very pretty color, and is here coupled were with some nice and common upgrades to the early cars. Most obvious are the addition of European H1/H4 sloped headlights and grill, which give the Quattro a more updated and aerodynamic look. More subtle is the tucking of the impact bumpers which combined with the headlights give a more Euro feel to this example:
The Audi 4000 quattro was like a Sherpa to thousands of European car enthusiasts; a steadfast winter standby with slick styling and Rally-bred sure-footedness. On paper, looking back today the 4000 was probably a bit dull; nearly 2,900 lbs of brick-on-brick design with a measly 115 horsepower motivation from the slow-revving oddball inline-5 hanging entirely in front of the forward axleline. But numbers donít tell the whole story of the B2 Audi, because in any configuration itís a great handling car. The quattro, however, had some special features that would have been headline items for any sports sedan until very recently; four wheel independent suspension with a large front sway bar and four wheel disc brakes. Couple that with the first all-wheel drive system fitted to a small car, sprinkle some luxury items in and cut the price of the exotic Quattro in half, and it didnít matter that it wasnít particularly fast.
What the 4000 quattro was, though, was one solid all-around performer. The subtle changes from the front-drive sedan resulted in a car that felt more grown-up and refined, yet still pushed you to do silly Hoonigan things. 4000 quattro owners that Iíve talked to almost always have the same proud story; the time that they managed to get their 4000 quattro stuck. Normally, that would be a cause for embarrassment, but such was the grip of the plow-through-anything small sedan that it became a badge of honor when you outdid the carís twin-locking differentials. The secret, of course, was just to make sure all four wheels were in the air! But because of this type of silliness-inducing competence coupled with dropping residual value and a second or third tier of ownership that didnít always repair or maintain the cars, few are left in good condition. But once in a while one pops up that has you seeing red…LY3D Tornado Red, in this case:
The 2002 Turbo is not the type of car that you typically ‘roll the dice’ on. With asking prices for many at or over $100,000 today, they’re one of the established royalty of the storied halls of BMW. The KKK turbocharged slapped on the M10 resulted in a Corvette-killing 170 horsepower in the mid-70s. This was cutting-edge technology as one of the first turbocharged production cars and required the efforts of BMW’s Motorsport division to pull it all off. With just 1,672 produced, they’re rare as proverbial hens’ teeth too.
Yet here is a claimed example that has been restored and is being offered at no reserve, with bids sitting at just $13,100 at time of writing. Is this the deal of the century, or is something amiss?
The M5 might not have been the original super sedan. It wasnít even the first hot 5-series. But just like the GTI is synonymous with the hot-hatch segment, the M5 became the standard by which all other super-sedans were judged the moment it rolled onto the scene in 1985. Power seemed other-worldly; 280 plus horsepower from the race-derived M88/3 hunkered down with beefy suspension upgrades and huge (for the time) alloy wheels linked with a limited-slip differential. At a time when ďfastĒ cars had 180 horsepower, BMWís first M-offering in the sedan range might as well have been a space ship.
BMW promised limited production for the U.S. market, too Ė and, indeed, only 1,239 were produced for the U.S. with the slightly de-tuned S38. Unfortunately, that was 700 more than BMW had promised to make, and that led to a lawsuit. It also wasnít very long before the M5ís power reign was eclipsed; first by its replacement E34 model, then by the whole range of new V8 models emerging on the market, from the 1992 Audi V8 quattro to the 500E. Values quickly fell as these old-looking (even when new) boxy rockets fell out of favor, and they remained there for quite some time.
But recently thereís grown a much greater appreciation for all things 80s M, and though the E30 has grabbed the headlines as the market star, outside of the M1 it is the E28 M5 that was brought here in fewest numbers. Even fewer have survived, and finding clean, lower mile examples can be tough. This one appears to tick the right boxes:
While the US market had to settle for the RS America, a lightened low-option version of the Carrera 2, other markets enjoyed the full-on Carrera RS. The Carrera RS used the tried-and-true method of more power/less weight, combining a higher output version of the 964ís 3.6 liter flax-six with significant weight reduction Ė coming in 155 kg lighter than a standard Carrera 2 Ė to provide the sort of no frills performance that 911 enthusiasts had long craved since the original RS. Under the rear hood was the M64/03 rated at 260 horsepower which doesn’t sound like a lot by today’s numbers. But the lightweight RS made good use of all of them, proving itself not only to be a class-leading sports car but also one adept at racing in keeping with the 911’s heritage. Suspension was lowered half an inch and stiffened, while the limited-slip differential from the Turbo was borrowed. Power steering was dropped for a manual rack, and while there were packages to add back in road-going manners, this ultimately was a bare-bones racer at heart.
Some 2,276 964 Carrera RSs were made, with a fair chunk of those heading to the track. There were a limited group of these cars imported to the U.S. for a failed race series and a few more since 911 mania took off, but the bulk of production still lies in Europe, just like this ’92 being offered today from France:
I’m sure you’ve heard the idiom “lightning doesn’t strike the same place twice“.
In fact, it’s fairly common for lightning to strike the same place twice. Check out tall buildings, for example. Still, humans like to think that the odds of a rare event happening twice in a short amount of time are statistically very low. And, if I’m honest, I’m not immune to that belief. That brings us today’s Volkswagen. If this 1989 GTI 16V looks familiar, you’d be forgiven for thinking I just covered it. I, too, thought it was the same car I looked at back in February.
1989 Volkswagen GTI 16V
After all, what is the statistical probability of coming across another perfect condition, LY3D Tornado Red 1989 GTI 16V after seeing one just two months ago? Apparently it is quite good. Because while they look similar and both in impossibly good condition, February’s VIN was 1VWDC0179KV009402 while today’s is 1VWDC0176KV016260. The last one sold at $8,322 – frankly, quite a deal for what that car was. Today you’ve got a second chance if you missed out – but you’ll need to bring more money to the table…
Update 5/2/19: This M3 sold for $66,500 plus premium (~$70,000).
I own a M3. It’s a fairly rare M3, too – at least, in the grand scheme. But my car is far from famous, and likely never will be. That’s because while Phoenix Yellow Metallic was reasonably rare, BMW still managed to churn out nearly 3,000 Coupes in that tone alone out of the total E46 M3 production. Given that number is relatively large compared to earlier M products (about 56,000 total Coupes produced), buyers who selected PYM represent a fairly low percentage of 5.3. The percentage of U.S. cars in PYM is even lower; 514 were ordered out of 26,202, meaning your chance of running across one when new was only about 2%.
But compared to some of the individual colors, that’s downright commonplace. Since we’re looking at an E92, let’s crunch the numbers – a total of 40,092 Coupes were produced worldwide, and of those 15,799 came to the U.S.. 8,299 of those were post LCI cars like today’s example. 6,235 came as manuals (both pre- and post-LCI). 865 were sent through BMW’s Individual program and painted a variety of colors – but this one, Atlantis Blue Metallic, accounts for only 3 total Coupes. Three. That’s .019% of imported E92s.
Of course, it’s not the color of this car (as stunning as it is) that makes it really famous. No, it’s the story about how it came to be: