A couple of years ago I toyed with the idea of buying a B6 A4 for use as a daily driver. That’s pretty remarkable since I’m not a huge Audi fan (though I do love the D2 S8). I admire these cars for their restrained, modernist styling, which has stood the test of time pretty well. The problem was, I only wanted one particular trim level, the Ultrasport, and I couldn’t find one in my price range that I was happy with. The Ultrasport (“USP”) package was available as an $2,950 option on A4s produced between 2004 and 2005. It added Audi’s 1BE sport suspension, 18″ “Celebration” RS4-style rims and a bodykit that included revised front and rear lower valences, door blades aluminum trim, a special perforated leather steering wheel and a subtle decklid spoiler. The USP package made the plain A4 look a bit more like an S4, and for me that was the major attraction. But ultimately, I decided to go in a different direction. I bought my E34 BMW instead, and in nearly 30k miles of driving I have had nothing go wrong with it. I’m not sure I could say the same, had I bought the A4. Still, these cars continue to grab my attention. I think a well-chosen example could make a stylish commuter for those prepared to put up with the servicing costs associated with Audis of this era.
Tag: Turbo
For me, the perfect counterpoint to the questionably presented C2 from a few days ago is today’s B7 Turbo. Just about everything in the B7 was taken up a few notches over a standard E28 (or even an M5), and this example exemplifies that perfectly in comparison to that E30.
The B7 Turbo models were, quite simply, some of the fastest BMWs made to that point. More to the point, they were some of the fastest cars in the world in the 1980s; Alpina claimed the E12 B7 Turbo was the fastest sedan in the world, for example. The B7S had bumped up to the 3.5 liter M30. Strapping their special injection system along with a KKK turbocharger and a host of internal modifications, the B7S produced 911 Turbo levels of power which made it (unsurprisingly) 911 Turbo fast. The model continued after the changeover to E28 model, but with some differences. Instead of the bespoke injection on the early model, Alpina instead reprogrammed the Motronic in the E28 to work with the turbocharged M30. The B7 was available in both catalyst (/3) and non-catalyst (/1), both producing 300 or more horsepower. Alpina claims they ultimately made 236 of these beasts by the end of production, but the catalyst version – a large chuck of which ended up in Japan – was the more rare of the two. Today, one of these mega sedans is available, and while a high percentage of the Japanese-destined B7s ended up with automatics, this one has a manual:
CLICK FOR DETAILS: 1987 Alpina B7 Turbo/3 on eBay
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I’ve been on a bit of a yellow kick as of late, but even I was surprised when I came upon this BMW 1M. To date, I had not seen a BMW Individual painted 1M Coupe and to spy one in Dakar Yellow seemed especially amazing. Even more amazing was the price; despite only 35,000 miles on the clock, this E87 seemed priced to move at only $50,000 – some $20,000 less than other examples on the market. It was clearly worth a bit of further investigation…
CLICK FOR DETAILS: 2011 BMW 1M Coupe on eBay
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As Spring 2017 officially kicks off today, my thoughts inevitably turn towards the track. While race series at Daytona, Sebring, Formula 1 (final testing, at least) and even Goodwood have already commenced, as I look out my window there’s still a layer of snow covering the ground and temperatures have barely crept past freezing. It certainly doesn’t feel like Spring yet, but that doesn’t mean that preparation for heading to the track can’t begin. And though I dearly love tracking my Audi Coupe GT and it’s racked up some serious mileage on the race courses of New England, I can’t help but think that maybe it’s time for something newer. Maybe something like a Porsche Cayman, the “affordable” way into a track-friendly performance Porsche:
CLICK FOR DETAILS: 2008 Porsche Cayman S Turbo on eBay
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The New Beetle isn’t a car which often featured on these pages. In fact, I can only find three times since we’ve started this site that they’ve come up. Considering that we’ve written up about 1,200 M3s in that same time period, I guess our stance on the Golf-based image car is pretty clear. However, the bones of the New Beetle aren’t really all that bad; based on the Mk.4 chassis, there are plenty of parts available and they’re cheap to buy. They offer a pretty practical hatchback package with some additional style. And, in turbocharged 1.8T form, they even offered a sporty ride.
Introduced in 2002, the Turbo S turned that package up a notch with help from the GTI. Underneath, the AWP-code 1.8T was rated at 180 horsepower at 11.6 lbs of boost, and had matching 173 lb.ft of torque. The transversely-mounted power was channeled through the same 6-speed manual you’d find in VW’s hot hatch and no automatic was available. Volkswagen outfit these cars with standard stability control and loaded them up with Monsoon sound, sunroof, active aerodynamics, leather, aluminum trim, power accessories and keyless entry. They also got special white and black gauges inside and a more pronounced twin-tip exhaust, along with fog lights integrated into new bumper covers. To help manage the speed, Volkswagen’s 1BE lower and stiffer suspension package was fit, along with BBS-made “Delta X” 17″ wheels with 225-45-17 tires. The package was pricey, at nearly $24,000 in 2002 – a not unsubstantial amount, considering that money would get you into the much nicer chassis of the Passat in wagon form at the same time. Unlike the pastel-toned entry colors of the New Beetle, the Turbo S was only available in Black, Silver, Platinum or Red with a total of 5,000 produced. Volkswagen hoped that these sporty changes would re-character the model which had primarily appealed in only one sexual demographic. Did it work?