Tag: low miles

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1991 BMW M5

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For years I’ve banged on about the E34 M5, a conundrum of the M lineup. It’s got all the right DNA to be a classic, yet like the similar 944 Turbo has generally languished in value compared to similar products. That may sound like a broken record on these pages, but it’s a tune which is both catchy and sweet-sounding for BMW fans because it means they’re getting more car for their money. They’ve got plenty of the right ingredients – the last of the individual throttle body S38 motors producing 315 horsepower, Motorsport details throughout, a great subtle look which still is commanding of respect, supreme road manners and limited numbers – only 1,678 were imported. It’s the right recipe for a future classic. This chassis is still generally overlooked compared to the E28 and E39 models, but those that have spent some time behind the wheel of these well engineered, hand-built Q-Ships proclaim they’re one of the best BMW products made. Recent market activity in since 2016 has started to remix the tune, though, and E34s have been on the rise. Hagerty currently places top value on 1991 M5s at over $74,000 – steep sounding given what many traded for over the last few years, but perhaps more in line with their legendary build quality and performance especially when considering their siblings. So let’s see what a top value M5 looks like today:

CLICK FOR DETAILS: 1991 BMW M5 on eBay

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2008 Volkswagen R32

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Will the second generation R32 ever reach collector status? In January I took a look at a pretty nice example in signature Deep Blue Pearl:

2008 Volkswagen R32

I was left pretty unimpressed by the lack of detail on what should have been a pretty prime example. However, I found an even better one to consider, and pricing…well, let’s just say it’s not cheap.

CLICK FOR DETAILS: 2008 Volkswagen R32 on eBay

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2017 BMW M2

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The other day an Alpine White M2 briskly blew past me. It’s amazing how much presence that car has rolling down the road; it’s nearly square-looking and quite mean. Unlike the 1M that preceded it, the M2 hasn’t maintained its pricing on the used market in quite the same way. Right now, the M2 Competition (your only option) stickers at nearly $60,000 with no options but also has a derivative of the S55 from the M3/4. The earlier M2s aren’t quite as mean, and like the 1M they had a turned up version of the normal production motor rather than a “S” motor. In this case, it’s a 370 horsepower version of the N55 and they weigh a bit less than the M3/4 (though, only a bit), so performance is on par with similar acceleration numbers. Equipped in lovely Long Beach Blue Metallic with matching contrasting stitching, this particular example also has the ‘slower’ but preferable long-term 6-speed manual. And to make it a bit more sweet, it’s got a few Dinan mods tacked on:

CLICK FOR DETAILS: 2017 BMW M2 on eBay

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1999 BMW M3 Convertible Dinan S1

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Like Alpina, Dinan has distinguished itself as a premier BMW tuner good enough to get the nod from the factory. But unlike Alpina, whose cars often sport unique trim details, body kits, wheels, and interiors, Dinan’s creations are usually much more sedate – following the Roosevelt-esque ‘speak softly and carry a big stick’ ideology. Outside there’s generally little to identify that Dinan has breathed upon a given model, but depending on what level of modification you choose, they can range from a suspension kit all the way through supercharged monsters with increased displacement. Today’s example, a lovely end-of-the-run E36 convertible, is claimed to have a Dinan S1 serial number, and it wears the company’s exhaust, intake, computer programing, suspension, and a few other details. That alone would probably make it work taking a look at, but it doesn’t hurt that this example is also Techno Violet, low mileage, and has a hardtop. What’s not to like?

CLICK FOR DETAILS: 1999 BMW M3 Convertible Dinan S1 on eBay

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1986 Audi Coupe GT

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Within the world of older Audis, it’s often a case of pick your poison. Do you want low miles? Do you want good exterior condition? Do you want good mechanical condition? Do you want a manual? Do you want a desirable model?

Running down the checklist when considering the pool of available candidates, infrequently are you allowed to shout out “BINGO”!

I’m not sure today is that day, either. Here’s a 1986 Audi Coupe GT, and yeah, I really do try to look at every single one I can find. But in particular I wanted to look at this car because it’s very similar to how my own GT was delivered from the factory; Oceanic Blue Metallic, a quite rare color to find on any Audi from the 80s. How rare? Well last year I wrote Audi to ask them. And they claim that in 1986 114 Oceanic Blue Metallic with Gray Velour Coupe GTs were produced. That number seems low, but to me it also seems a bit suspect. Audi also claims they sold 2,846 Coupe GTs here in 1986. If those numbers are both to be believed, it’d mean that every 25th Coupe GT we’d come across would be Oceanic Blue Metallic. Maybe that number does make sense, but it seems to be unlikely; spotting an OBM Coupe GT in the wild seems to be a lot more unlikely than that number would suggest. Regardless, we don’t see it often, so it’s worth taking a look:

CLICK FOR DETAILS: 1986 Audi Coupe GT on eBay

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Euro-Spec 24k-Mile 1990 Volkswagen Corrado G60

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Jealousy.

I still remember the moment as the wave of envy set over me. A struggling college student, I had tried hard to balance my love of cars with the multiple part-time jobs I fit in between classes. Ultimately, cars probably came before some things they should have, but still fell staunchly behind the realities of life. Rent. Tutition. Books. Utilites. FOOD. These necessities multiplied themselves together over the years, grasping at my meager weekly paycheck more rapidly than I could deposit it in the bank. Trips to the pump were always metered; weeks went by holding breath at every turn of the key, praying for a safe completion of circuit. And when you own a ’84 Volkswagen that sat in a driveway not running for decade rotting away before you resurrected it, often your dreams of a trouble-free commute are unrealized.

As a result of my shoestring budget, I often turned to a friend to help with mechanical work that my GTI often needed. He’d stop by my house after work and wrench for a bit, or I’d drive it by his place for a replacement part or ten. He also had a A1 – a sweet special edition Cabriolet from ’85 which he had spent years tricking out. But on one of these repair stops, he introduced me to his new toy.

It was 1998 and he had picked up a ’90 Corrado G60. He had picked it up cheap, too, as they often broke even when pretty new. Two things struck me about this car. Though it was only 6 years newer than my GTI, it might as well have been a spaceship. The two shared nothing in common outside of the badge. My pyrite-in-the-rough GTI was rusty and not so trusty. Horrible build quality meant things regularly broke, or fell off, or rusted off; often, the trifecta struck. It was a square slowly-deteriorating block of iron oxide in a rounded-off world. In comparison, the Corrado looked well-built, felt modern, was comfortable, had air conditioning and electronic items that…well, functioned, and even had paint all in one color. But the other thing that struck me was just how tired and old that Corrado already felt in 1998. I rarely buy cars that are newer than 10 years old, but this Corrado felt a lot more than that already. Perhaps that was because the VR6 model had so quickly replaced it. Or perhaps it was because I was still excited for new cars to launch in 1998. Looking back, though, my initial impressions of the Corrado G60 still hold true. But am I still jealous that I didn’t have one?

CLICK FOR DETAILS: 1990 Volkswagen Corrado G60 on eBay

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1988 BMW M6

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Though theyre the juggernaut of BMW performance today, the reality is that there were quite a few stumbling blocks and it took many years for BMW Motorsport GmbH to establish themselves as the benchmark for German performance. Though many consider the M1 the genesis of BMW M, in fact the brand was born nearly a decade earlier with the introduction of the 3.0 CSL. The high performance E9 was built together with BMWs competition department, a relationship which ultimately resulted in the birth of BMWs Motorsport division. A few years later, the new entity would give birth to an equally legendary creation, the 2002 Turbo. But when it came to the first car to carry the M badge, it was of course the legendary M1 with its motorsport derived M88/1 double overhead cam inline six screaming in the middle of the car. Youd think this recipe carried over to the sedan range, but that was not immediately the case. First, BMW produced the M535i in the E12 chassis. Though the E28 model of the same designation was mostly an appearance package, the E12 model was turned up over the rest of the range but not with the M88; BMW instead relied on the M30 to power the M535i. Then, there was a year where nothing happened; the M1 was out of production, the E12 was replaced by the E28, and ostensibly BMW had no real performance models.

That was remedied at the 1983 Frankfurt Motor Show, where a juiced up version of the 635CSi was offered. It was labeled the M635CSi; but unlike the M535i, under the hood wasnt the venerable M30 that powered the normal 635CSi. In its place, the Motorsport division decided to slot the M88, now with /3 designation; the result was 286 horsepower a staggering figure at the time, considering that the contemporary Porsche 930 was considered fairly bonkers with a little over 300 horsepower and though it looked much larger, the early E24s only weighed about 200 lbs. more than the Porsche. Coupled with some aerodynamic tweaks, heavier duty suspension, brakes and larger wheels and tires, the result was the menacing presence worthy of the nickname Shark. For all intents and purposes, this was really the first M car for the masses. BMW brought its M lineup to the United States for 1987 with the renamed M6, and that model was lightly revised for ’88. Power was down to 256 with the catalyst-equipped S38, but ’88s picked up some visual appeal with revised headlights and slimmed corners, as well as body-color painted bumpers that make the ’88s and ’89s look a lot more polished than the ’87s.

CLICK FOR DETAILS: 1988 BMW M6 on eBay

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1994 Volkswagen Corrado SLC

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Until fairly recently, collector-quality Volkswagen was pretty much an oxymoron unless you were talking about some rare air-cooled packages like the T34 Ghia or a 23 window microbus. But an explosion of 1980s products means that weve seen Mk.1 Sciroccos and GTis break $20,000 or more, and even an odd Mk.2 GTi come close to the same amount. If youre trying to break in to the 1980s collector scene for Volkswagens, you might be a little late to the party. Not much from the 1990s makes the same impression, save one car the Corrado. Unlike pretty much every Volkswagen ever made, these expensive sport coupes were prized since new and generally have avoided the pitfalls of downstream VW owners who tend to neglect and abuse them. As a result, we regularly get to see all-original, pristine low mileage Corrados that always amaze me. So throw on some flannel and crank the Soundgarden, were taking a trip back in time to 1994:

CLICK FOR DETAILS: 1994 Volkswagen Corrado SLC on eBay

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1980 Porsche 924

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Update 10/23/19: This cool 924 sold for a surprising $8,100.
Update 12/4/19: This car has been listed again for sale at $14,900 by the new dealer.

Early Porsche 924 models are one of the most interesting paradoxes in the Stuttgart world. They were the entry model into the fabled badge and, as a result, generally disregarded by those who love the classic 911. For front-engine cars, the mighty V8 grand tourer 928 thoroughly outshines what was admittedly originally intended to be the car for Volkswagen that became the Scirocco. The engine in the early models is an Audi 2.0 8V inline-4 found in the 100 and rated at 110 horsepower – hardly a headline grabber.

But then there’s the other side of the 924; many were owned by enthusiasts who likely didn’t have deep enough pockets for the more illustrious models. Though they were short on money they lacked nothing in passion, and today it’s still possible to find very clean examples of the early 924 for sale. And because Porsche tried hard to offer many special incentives to jump into Porsche ownership, there are a plethora of early special editions to choose from. But those were almost entirely appearance packages; smart money looks for the later upgraded examples as Porsche threw the parts catalog at the 924 on its way out:

CLICK FOR DETAILS: 1980 Porsche 924 on eBay

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1992 Porsche 911 Carrera Cup

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It would be easy to assume that the ’92 Carrera Cup USA was a turned up version of the RS America, but actually it shared more DNA with the European market Carrera RS. Porsche intended to continue the trend of its successful 944 Cup and 944 Turbo Cup support series races with a 911 Carrera Cup in the U.S., but after luring 45 buyers and converting 25 to full race spec by Andial funding for the series fell through. Many of the Andial-converted cars were then returned to full road-legal spec and the legend of these lightweight 911s has been circulating ever since.

he RSA was actually the least expensive 911 version in showrooms in the early 90s too, while the Cup was a substantial 20% premium. Why? Well, it was a lot more than just removing a few extra items. While the RS America lopped 70-odd pounds off a standard C2, the Carrera Cup was 200 lbs lighter. The Cup wore bigger 24mm 5-way adjustable front/ 18mm 3-way rear sway bars, stiffer progressive-rate springs that were 50mm front/45mm rear lower than a standard car, aluminum hubs, ball joint upper spring mounts, and Bistein rear shocks. The engine was the M64/03 rather than the RS America’s M64/01, and featured a lightweight flywheel, only one accessory belt, a remapped DME and solid rubber mounts to channel more of the extra power to the ground. The Cups had a lightweight battery and master electrical shutoff, along with a more simple carpet and rear shelf layout. The gearbox was also different, as the Cup for the G50/10 with longer first and second gears, hardened synchros and mounts, and a standard variable locking differential. Brakes? Yep, different too – the Cup wore Turbo calipers with 322mm front vented and cross-drilled rotors. They kept the standard retracting rear spoiler rather than the RS America’s fixed unit, but had no undercoating and thin glass as well. These were racers through-and-through. And today, they’re not cheap:

CLICK FOR DETAILS: 1992 Porsche 911 Carrera Cup on eBay

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