The 1991-1992 GTI followed the same basic recipe as the 1987 model we saw this past week, but everything was turned up a few notches. Starting in the mid 1990 model year, all US bound A2s received the “big bumper” treatment; new smooth aerodynamic covers front and rear. To help to differentiate it a bit, the GTI’s blackened arches were widened. Filling those arches were new 15? wheels from BBS. The multi-piece RMs were lightweight and the perfect fit for the design, echoing other contemporary class-leading sports cars such as the M3. Volkswagen color-coded the mirrors and rear spoiler to match the car, as well. VW also gave the GTI a fresh face with more illumination; quad round lights filled the grill, and foglights illuminated the lower bumper. Prominent GTI 16V badges still encircled the car.
Power was up to match the heightened looks. Now with 2.0 liters of twin-cam fun, the GTI produced 134 horsepower at 5,800 RPMs and 133 lb. ft of torque at 4,400 RPMs. Coupled to the close-ratio 5-speed manual, that was good enough to drop 0-60 times below 8 seconds. That may not sound like much today, but at the time it was another league of performance compared to the typical economy car. Holding you in place were the same heavily-bolstered Recaros that special editions like the ‘Helios’ 1989 Jetta GLI Wolfsburg had enjoyed.
It was a recipe for success, but these cars were also relatively expensive in period, and fell into the global recession time frame which affected sales of nearly all European marques drastically. The general consensus is that around 5,000 of the last of these GTIs were imported, putting their rarity on the level of the M3. But because they weren’t M3s, there are far less around today to enjoy and few turn up in stock configuration for a myriad of reasons. It’s always a bit of a joy to see one arrive in the feed, though, and for me none moreso than the signature LB6Z Montana Green Metallic:
For the last few years, Volkswagen has perpetually teased us with the hottest Clubsport and Clubsport S version of the GTI, promising they “may” come to the United States but never following through. While this is no doubt disappointing to the twelve people who actually would have bought them and the 1.8 million who claim on the internet they would if given the option, it follows a long tradition in German motoring of leaving the best of the breed in the homeland. When it came to the GTI, not only did we have to wait several years before we got the original hot Golf, but indeed it was a bit watered down and heavier when it did arrive. The same continued in the next two generations; more weight, less power. Both in the second and third generations we also lost out on supercharging, all-wheel drive and special body kits available in the European market.
Once again in 2001, a neat Golf was launched that â€“ of course â€“ wasnâ€™t coming to the United States. But of all of the special editions that werenâ€™t sold here, perhaps this one made the most sense to be excluded. It was called the 25th Anniversary Edition and you didnâ€™t need to be good at math to realize that there was no GTI sold here 25 years before 2001. Since the â€œ18 year Anniversary Editionâ€ didnâ€™t make much sense from a marketing perspective even in spite of Volkswagenâ€™s continual spotty judgement in that regard, it was no surprise that it wasnâ€™t offered. That was too bad, as it had a lowered suspension, better brakes, a bit more power, fantastic Recaro seats and the best looking BBS wheels fit to any Volkswagen, ever. Volkswagen enthusiasts in America drool inwardly and shouted openly, so in 2002 Volkswagen finally did bring the special edition here. Again, since â€œ19th Anniversaryâ€ didnâ€™t make any sense, we instead got the â€œ337â€ Edition. This was, for all intents and purposes, an exact copy of the 25th Anniversary model, but instead the 337 referenced the internal project code for the original GTI. But they were quite limited, with only 1,250 sold in the U.S. and 250 sold in Canada. So, you probably missed out on your chance to own one, right? Well, wrong, because in 2003 Volkswagen re-released the 337 edition. Conveniently, there was now a round number that they could actually commemorate the GTIâ€™s longevity with as it had been 20 years since the A1 GTI rolled out of Westmoreland. Again, it was a greatest hits edition; the 337 upgraded 12.3 inch vented brakes with go-faster red calipers carried over, as did the upgraded suspension. Though they sported different fabric, inside was the same Recaro interior with deep bolsters. The golf ball shift knob also returned, though it now was mated to a new 6-speed transmission (MQ350) which in turn were connected to R32 Aristo wheels in place of the BBS RCs. Deeper front and rear valances matched the previous two models, and the 20th AE got blacked headlights more similar to the 25th AE. The AWP 1.8T turbo’s boost was cranked up a bit, delivering 180 horsepower through the front wheels and tied to an electronic differential. A final homage to the original model were subtle rabbits adorning the rear and vintage inspired GTi badging. But the biggest change was that the 20th AE was available in three colors unlike the silver-only prior cars; Black Magic Pearl, Imola Yellow and Jazz Blue :
Our run of crazy modified cars continues with one of the many outrageous Porsche Turbo creations. This one comes straight from some of the biggest names in the hallowed halls of Porsche racing; Kremer, DP and Andretti. The Andrettis might as well be the Kennedys of motor racing, such is the success and tragedy they’ve seen. At the head of the family is Mario, who managed to not only be 1978 Formula One World Champion, but a class winner (and 2nd overall) at Le Mans and raced in NASCAR, PPG IndyCars, sprint cars and IROC. Quite simply, he’s one of the most diversely accomplished drivers in history. And in the mid 1980s, Andretti partnered with Porsche to race first 956s and then 962s later (with his son Michael co-driver both times) at Le Mans. Neither campaign was successful; they finished 3rd in 1983 and 6th in 1988. But in the meantime, Andretti apparently commissioned a very special road-going Porsche to go along with his racing exploits.
That car was built by none other than Kremer, who carried the torch in development of the 935 as Porsche moved first to the 936 and then to the 956 models. It was Kremer’s K3 development of the 935 that outright won Le Mans in 1979, and its extreme bodywork was developed in conjunction with DP Motorsports. The legend was born, and the DP-bodied, Kremer-modified ‘DP935’s took to the 1980s as one of the fastest street-legal cars you could get into. Kremer’s street “K2” spec featured a K27 turbo attached to an upgraded 3.3 flat-6, reportedly good for 460 plus horsepower with adjustable boost. A claimed twelve of these K2-modded DP935s made there way to the the United States, and what is reported to be Mario’s personal example is for sale now:
One of my new year’s resolutions on this site is to feature less run-of-the-mill common cars and more really special and rare cars. I’m off to a decent start with a 500SEC Koenig Specials Twin-Turbo and a 300SL Gullwing AMG from this past week. Today, I ran across another really cool car and has some awfully cool options. This is a 1991 560SEL 6.0 AMG up for sale in Japan. It looks like it was a normal 560SEL that was converted by AMG Japan into one of the most well-equipped W126s I’ve ever seen. What exactly is so special about it? Wait until you see the rear seats and under the hood.
While the step up to the Mk.3 added a fair amount of size – and accompanying weight – to the Volkswagen Golf, the GTI emerged with the much more potent VR6 engine borrowed from the Passat and Corrado. While admittedly the power and the exhaust note was very appealing, and in hindsight the third generation Golf looks positively tiny compared to cars today, I have always lamented the loss of the what I consider the best GTI – the 1990-1992 16V model.
But, what if that model had continued? Well, it did – just not in the U.S.. What we have here is a 1994 GTI 16V from England. Replete with Recaro interior, blacked-out rub strips and fender flares, beefy wheels and dual-chamber headlights with foglights. But the best part is under the hood, where the 9A lived on as the ABF. With Digifant engine management power was up to 148 at a nose-bleeding 6,000 RPMs, while torque remained at 133 lb.ft but again higher in the range. One of these gems has turned up for sale on Ebay:
Update 11/11/18: Auto Kennel has dropped the asking price from $109,990 to $99,990.
Just as with Andrew’s 190E 2.5-16 Cosworth Evolution II, a series of modified M3s were run past the FIA to introduce new aerodynamic equipment and changes to serial M3s. Also dubbed the Evolution, three separate models were brought to market to homologate the changes. The last was called the Sport Evolution and brought the most amount of changes in the run. Thin glass and lightweight bodywork was carried over from the Evolution II, while the Sport gained adjustable front and rear spoiler extensions and wider arches in front. Under the hood, the 2.3 S14 was replaced with a 2.5 version of the motor which cranked out 238 horsepower. There were a host of other minor changes, all of which added up to a very special – and very quick – package. A total of 600 were produced; though this was the last of the specials, it was also the most prolific. To help differentiate them from the other Evolutions (if the spoilers weren’t enough), the Sport Evolution also got unique bumper trim and Nogaro Silver painted 16″ BBS wheels, along with special Recaro seats inside. While they are the most frequently produced E30 M3 special, they’re still arguably the most desirable and collector friendly. Since they were never officially imported to North America, it’s quite a treat to see stateside. Presented in Brilliant Red 308, today’s Sport Evolution is one of the better examples on the market:
Without a doubt, for me the best change ever to the GTI lineup was the revision in mid-1990 of the GTI 16V. The DOHC screamer was already a pretty potent performer, but Volkswagen pushed the desirability over the top for the end of the run. The result was what many – this author included – consider the best of the breed. The original may have been more pure, and subsequent models are a lot faster and more dependable. But none of them got it quite as right as the 2.0 16V.
Outside the GTI built on its legend with wider European-market flares and deep rockers. Like all of the A2s, new ‘Big Bumper’ covers integrated fog lights and brake ducting. Yes, they looked heavier than the previous slim bumpers, but they also matched the design well. Iconic round headlights returned, now with inner driving lights too. But arguably the best change was the addition of 15″ wheels – in this case, the BBS RM multi-piece units. New colors also were introduced, including the equally iconic and signature ‘Montana Green’. Inside the interior was bulked up with large bolster Recaro Trophy seats. To match the wicked looks, under the hood was improved with a new 2.0 version of the 16V motor. The 9A introduced CIS-E Motronic fuel injection, while the bore was increased from 81mm to 82.5 and the stroke from 86.4 mm to 92.8. Compression was increased slightly from 10.5:1 to 10.8:1 and the result was 134 horsepower at 5,800 RPMs and 133 lb.ft of torque at 4,400. The engine was still matched the the 2Y close ratio transmission with a 3.67 final drive. While the GTI 16V couldn’t match the Callaway Turbo GTI we saw yesterday on sheer acceleration, it was generally reviewed as the best GTI yet. Finding a clean example today is always cause for celebration, and this one looks ready to party. Does it hold up?
Update 8/30/18: The car has been relisted at $3,000 Buy It Now.
I keep chuckling as I come across A2 Jettas. Iâ€™ve already professed that theyâ€™re not my favorite, yet interesting examples continue to pop up and theyâ€™re simply too good to pass on. Todayâ€™s may buck that trend, however, as itâ€™s a non-original, non-running example. So whatâ€™s it doing here? Well, because of how it was built and how it appears today, it was worth a closer look. With a 1.8 PL 16V swap, a great set of Ronal wheels and some other VW-chic mods, is this a Jetta worth saving?
We usually try to give plenty of time for readership to check out the auctions we link to. However, if you click on the link below you’ll find there’s only a few hours before this auction will end. Why am I writing it up?
Well, it should be pretty obvious. I like yellow cars, I like wagons, and I like Audis. Three checks there! This is a rare package, and I like rare, too. And before you start chattering about the BBK’s propensity to eat timing chain guides, this one’s already been upgraded. So it must have a million miles? No, they’re in check, too, at 112,000. Best of all, the seller is offering the car in a no reserve auction format and for some reason, bids aren’t outrageous yet.
If you want a big, bad and bold manual wagon, ACT NOW!
A fair chunk of the collector world shrugs their shoulders when an Audi rolls by. There are some exceptions, obviously; the Quattro and Sport Quattro have gained notoriety, and of course because it was touched by Stuttgart, the RS2 still has some serious street cred.
Pull up in this RS4, though, and most would have a tough time telling it apart from the 1.8T with vape clouds billowing from the windows. Their dismissal would be unfortunate, because the B5 RS4 is a serious machine. Quattro GmbH turned to corporate partner Cosworth Engineering to modify the 2.7 liter V6 twin-turbo, and the result was pretty astonishing for 2000: 375 horsepower in a manual wagon! Audi’s skunkwork quattro GmbH then gave the car a fitting set of modifications, from a unique interior with Recaro seats to wider track and flares – and, of course, the gaping guppy lower grills. Produced in low numbers, it’s even more rare to see in the United States since none were imported here originally.
Yet a few individuals have gone through the effort of Federalizing their RS4, and when they come up for sale it’s cause for a celebration!