Guards Red is one of those Porsche colors you can recite without thinking about. It was immensely popular on the G-body cars and naturally carried on to the 964, 993, 996, 997, and now the 991. I don’t think you’ll hear anyone argue it didn’t look good on those early cars, but now that the 991 is roughly twice the size as an original long hood car, you end up looking at a lot of paint. This seems to be true with the 991 with its extra wide hips and overall really big stature when it comes to what are suppose to be light, nimble sports cars. So when I saw this GT3 Touring come up for sale, I had to take a look. I think I’m still on the fence about it.
Back at it again with the paint-to-sample! Not to be outdone by last month’s Ruby Star 2018 Porsche 911 GT3 Touring, we have another GT3 Touring painted in a color that I love: Brewster Green. This isn’t quite British Racing Green and could also pass as black when looking at it at night, but it is just green enough for it to stick out. Much like Ruby Star, this color did not come cheap. $12,830 to be exact. Porsche gladly took all that money, sprayed the paint, and smugly said “You should be thankful we allowed you to give us this money.” to the lucky owner for this car. Like last month’s Touring, this car breaks the $200,000 mark for the asking price despite having a sticker price of $195,000. What gives?
While the B10 BiTurbo generated the headlines as the world’s fastest sedan, BMW’s replacement M60 V8 motor was making its way into production and the M30 inline-6 was on its way out. Of course that meant it wasn’t too long before Buchloe got their hands on one, and in turn it wasn’t too long before the B10 4.0 replaced the BiTurbo as the top offering. But a year later, Alpina had already punched out the block to 4.6 liters. Now generating 340 horsepower, the new B10 4.6 not only was as quick as the M5, it was considerably cheaper and less complicated than the BiTurbo had been too.
Like the 4.0 before it, the standard 17″ Alpina wheel treatment, upgraded suspension, larger and less restrictive exhaust, aerodynamic tweaks and unique interiors all made their way here. Also like the 4.0, the 4.6 was available as either a sedan or Touring, and as either a 6-speed manual or 5-speed Switch-Tronic automatic. A scant 46 were built before the end of E34 production, of which only 19 were Touring models – making this one of the most limited Alpinas produced:
You know why we’re here. This 2018 Porsche 911 GT3 Touring is finished in Paint-to-Sample Ruby Star. Made popular on the 964, this wild color now has a home on the 991 and boy does it pop. The GT3 Touring is already a wildly popular car that is still selling for over sticker with a handful of miles on them, and adding a Paint-to-Sample color like this only piles on the price. The sky was basically the limit on custom options for highly preferred customers to the point where a you could order a GT3 Touring for around $140,000 and then literally add another $140,000 in options. Seriously, someone did that. Thankfully, that isn’t the case with this car but you are still going to pay over sticker for it despite having nearly 1,000 on the odometer. How much?
If I’m honest, neither the outrageous Passat W8 nor the overpriced A4 Avant from Sunday really thrilled in the same way as the 2.7T-swapped B6 Ultrasport build did. Granted, you could just about buy both the Audi and the Passat for the same price as that build, but if you’re going to take on a complicated older fast wagon, there must be some sort of reward for all the risk, right?
Well, not to be outdone, here’s a stellar BMW option. The standard 325xi Touring, while available with a 5-speed manual, isn’t nearly as exotic sounding or performing as the duo from the other day. The M54 2.5 liter inline-6 was about 100 horsepower down on the Passat W8 and they weighed pretty close to the same. BMW also chose to not equip any of the xi models with the M-Sport suspension, either. While the 3-series was substantially cheaper than either the A4 2.0T S-Line Titanium package or the Passat W8 4Motion, out of the box it also didn’t feel as special.
Of course, if you rip it apart and rebuild it with a S54 borrowed from a M3 and a 6-speed from a X3, the story changes a bit…
Update 6/1/19: This 1802 Touring apparently sold at $19,999.
Long before “Clownshoe” mania, BMW had another slightly off-beat hatchback in its lineup. The company recently spent a fairly sizable sum advertising the lineage between the new 2 series and the original 2002, but as generally impressive as the new 2 is, the one thing lacking is a model similar to the E6 Touring model. Okay, the F45 and F46 tall hatchback models channel a bit of that, but let’s be honest – they’re not exactly what enthusiasts love. And similarly polarizing is the Touring model in the E10 lineup. The Michelotti design channeled some of the GT feel from the Glas acquisition, but while the fluid lines of the 1600GT worked well in a low slung sports car, moving to the taller and more upright E10 platform gave the Touring slightly odd dimensions.
Shortened by about 6 inches and with additional glass, the Touring had modern conveniences like split-folding rear seats and was available in five different engine configurations over its short three year model life. From 1600 to 2002, the model designations referred to the engine capacity – imagine that! Here we have a Typ118 E6 – the 1802 Touring.
Although my recent experience with a BMW wagon wasn’t the most endearing of my automotive life, I have to admit I still keep an ear to the street every time an interesting one comes up. If nothing else, the promise of what BMW offered in their wagons was compelling – at least, until very recently. That’s because in addition to the 5-doors from the 3- and 5-series appearing on these shores in the E34, E39 and E46 generation, so too came all-wheel drive. “BUT, AUDI!” the internet insists. And right they’d be. Except that as the 2000s drew to a close, so too did the performance versions of Audi’s Avants – and with it went the manual option. So if you wanted to row-your-own, you had to turn to BMW to get what we see here – an all-weather faithful 5-door companion. While the “M” versions of the wagons didn’t come this way, what we did get was what you see here – the option to have the classic inline-6 mated to a manual transmission with near perfect weight distribution. Equip the package with the Sport option, and you got some nice alloy wheels and fantastic seats too. Even 17 years later and with a not insignificant amount of miles accrued, this is a package which stirs the soul:
Update 8/30/18: The asking price has dropped from the original $32,995 to $28,995 now.
While it was Audi who cut their teeth in the fast wagon market, the S6 Avants we saw the other day were the end of an era for the marque in the U.S.. Sure, the A6 3.0T Avant carried on and was just as quick, but its sales numbers dwindled as the naughts came to an end, and it was removed from the market in 2011. The A4 soldiered on, but even its offerings were slashed – first to fall was the S4 Avant, followed by the normal A4. Today, you can only get the automatic 2.0T Allroad if you want a 5-door Audi.
It was BMW who picked up the reigns of big sporty German wagons in the 2000s, with V8-equipped E39s leading towards the E61. Not to be outdone, the E46 introduced American customers to the smaller 3-series wagon for the first time (though it had been around for 2 prior generations) and that continued with the E91.
However, even though BMW offered two wagons right through 2010, they were rewarded with minuscule amounts of sales. In 2009, the company sold 1,430 3-series Sports Wagons in the U.S. – accounting for only 2% of sales of the E9x here. It was just as bad for the 5-series with 878 sold, so the company dropped it from the U.S. lineup in 2010. Frankly, it’s amazing that BMW continued to sell wagons at all here.
But they did, and you could order yourself up a neat sporty wagon. It wasn’t an M3, true, but the N52K-equipped 328i produced 230 horsepower and could be opted in rear-drive, 6-speed manual configuration with the M-Sport suspension:
BMW’s second generation M5 followed the same recipe as the outgoing E28; manual transmission, rear-drive, howling inline-6 under the hood. But the E34 was far from a copy of the car that was really credited with being the first super sedan. BMW upped with power first with the 3.6 liter version of the S38; though the increase in displacement was a scant 82 ccs, the result was impressive. BMW Motorsport GmbH fit a new cam, a higher compression head, and a new engine management system to yield 311 horsepower at a rev-busting 6,900 rpms. They weren’t done.
In 1992 M upped the capacity again, this time to just 5 cc shy of 3.8 liters. Even higher compression, a further revision in electronic management, and a few other odds and ends now netted 340 horsepower and 300 lb.ft of torque. Again, they weren’t done. Perhaps tired of Audi cornering the go-fast-5-door market with their 200 20V Avant, in 1992 BMW launched the M5 Touring. Production began in March 1992 and ran through 1995. All E34 M5 Tourings were left-hand drive 3.8 models, and a total of 891 were produced.
BMW opted not to bring the enlarged motor or the M Touring model to the United States, as the 540i took over the top rungs of North American production. As a result, this car has been the subject of many M enthusiast fantasies until today, when you can finally buy and drive them here!
Back to wagons!
Today’s example is another fan-favorite model, of which it seems surprisingly hard to find a great example. The E39 continued and expanded the 5-series wagon’s popularity by bringing bigger wheels, more power and updated looks to the mid-range Audi-challenger. Like the first generation, these were only available in rear-wheel drive in the U.S., so matching the all-wheel drive variants available from…well, everyone else, required a very good looking and potent package. BMW pulled that off, with the Sport versions of both the 528i and 540i Tourings thoroughly encapsulating the ethos of the great Euro wagons.
But there was a catch.
If you wanted a manual gearbox, you had to select the lower output 528i model. For all its shouty V8-ness, the 282 horsepower 4.4 liter M62-equipped 540i only came with BMW’s Steptronic if you needed to haul ass and a family. Of course, that hasn’t stopped a few enterprising individuals from combining the manual from the sedan with the more desirable wagon: