Following in the footsteps of the Z4 sDrive28i I just talked about, let’s check out the changes from the 1-Series to the 2-Series. As with the Z4, turbo inline-six power continued in the M235i, which was effectively a restyled 135i with a N55 with a touch more twist and more weight. Purists may decry that an M badge crept into the lineup but the reality is that if you drive one of these turbocharged small BMWs, and I own a 135i Sport, they’re worthy of the letter. Whether you agree or not doesn’t change the fact that one thing was notably absent from the revised 2-series – the normally aspirated N52 was dropped in favor of the N20 in the ’28’ model. So they were cheaper, right? Well, yes and no. This 2016 228i Coupe we’re looking at today stickered at just shy of $33,000; hardly cheap, but one of the cheaper BMWs you could buy in 2016. However, this particular 228i didn’t leave the dealership in the 30s, thanks to a healthy dose of optional equipment that has left it one of the more unique configurations I’ve seen. Let’s take a look:
The E23 has always been a design which to me has been quite polarizing. As with the E12 and E24, Paul Bracq was heavily involved in the final design and it shows – in many ways, the E23 looks like a cross between the two that was scaled up 10%. The results of that in my mind weren’t always good. Growing up, my father had both E24s and E28s, clean looking, well proportioned designs, and when I first saw an E23 I remember thinking it looked a bit ungainly. In U.S. specification, the bumpers were too big and the wheels were too small, resulting in a car which appeared heavy, sagging and sad. When he’s really upset, my son manages to invert his lip and stick it out, tears streaming down his cheeks. It’s a look which nearly mimics the U.S. spec front end of the E23 I now recognize. However, in European trim the E23 made more sense – it looked lighter, smaller and better proportioned. While not as stately as the W116, it certainly looked a fair bit sportier outside and more modern. Couple those European-market looks with some great period BBS RS wheels and the look is just about perfect; throw in the turbocharged M106 motor and you’ve peeked much interest. Of course, unfortunately the M106 was only pared with an automatic transmission – but then, what would happen if you swapped that for a 5-speed?
Every once in a while, something pops up that surprises me. So I’ll start off by saying that I had no idea that this model even existed. ‘What?’, you say – and rightly so, as I just looked at an E89 Z4 Roadster a few weeks ago:
2011 BMW Z4 sDrive35i
Ah, but that was the turbocharged ’35’ model, and while I knew there was a lower-specification naturally aspirated ’30i’ model (the same engine configuration was called ’28i’ in the E8x/E9x at the same time, making things more confusing). What I didn’t realize is that model was short-lived, though I suppose it should have made sense. The 2-Series went to four-cylinder power with its introduction in 2014, ending a long line of naturally aspirated inline-6 power in BMW coupes. But the change had already happened in 2012 in the E89; the N52 was dropped in favor of the N20. That should give you a clue as to displacement; this ’28’ was now 2.0 liters with a turbocharger. That probably sounds like a bit of a disappointment, but in typical German fashion it was pragmatic. The N20 was shorter, lighter, more fuel efficient, and effectively, just as powerful. Output was down to 240 horsepower from 255 with the N52, but torque was up to 260 lb-ft – 40 more than the N52, and while it can’t out-stump-pull the N54/N55’s numbers, for argument’s sake the 2.0 put out the same twist as the S54. Better still, while a majority of these engines were hooked to the equally pragmatic and efficient ZF 8-speed automatic, you could get a six-speed manual. So here’s one of the chosen few so selected:
Let’s say that instead of just hoping that some day your car will be worth a mint, or indeed even caring what other people think about your vehicular choices, you just want have a car which looks good and is enjoyable to drive. Let’s not forget, this advice is coming from someone with somewhat polarizing vehicle choices…so, take the advice with a grain of salt, but I’m going to persist in my argument that the 944 Turbo is the car for you. A true David of the 1980s, the 944 Turbo was the understated and unassuming Goliath slayer, turned down by the factory so as not to have its performance overshadow the 911 range. Being faster than a 911 is pretty much verboten in Germany and especially in Stuttgart, but nearly everyone that experienced a 944 Turbo in the 1980s came away with the impression that in every statistical (and in some non-statistical ways) it was a better car than the Carrera.
But, as our astute readership has previously noted, certain cars – the Audi Quattro, the BMW M3 and M5, and of course the 911 range – were the cars groups of individuals dream of. The 944 Turbo really wasn’t. There weren’t many people that hung 944 Turbo posters on their walls, because there was always something from Porsche that was a little bit more special – the 928 was more futuristic, the 911 was more comforting as a predictable classic, and “Turbo” was synonymous with only one Porsche in history.
That model wasn’t the 944, nor was it the 924. And though both of those respective cars outperformed their brethren in period and were very impressive outside of the Zuffenhausen lineup, the market of today in many ways continues to mimic the original sales trends. The 944 Turbo outsold the Quattro, outsold the M3 – neither, it should be noted, limited production cars. But today, probably in part because of its success, the 944 Turbo just doesn’t get the wows, the attention, or the press of its contemporaries. Of course, there’s one more thing it doesn’t get as a result – their price:
A few weeks ago I looked at a 1995 Volvo 850 T5-R wagon, one of the all-time great designs launched by the company:
1995 Volvo 850 T5-R Wagon
The Porsche-modified engine managed to channel an impressive 243 horsepower and 250 lb-ft of torque. The downsides? Well, not only was that particular example expensive, it was front-drive only and equipped with an automatic transaxle. Of course, move forward a generation and there was an even more potent possibility if you like fast five-doors; the V70R. The V70R had 300 horsepower driving all-four wheels through a transversely mounted turbo five, along with heavily bolstered sport seats, Brembo brakes, and an Öhlins adjustable suspension. And yeah, you could get a six-speed manual. A vast majority of these cars were used quite heavily as intended, but still are appealing to consider in the used market:
I recently did a breakdown of the C4 production changes, including the rolling revisions on the ‘1995.5’ models, which I covered in a lovely Magnolia Pearl White:
1995.5 Audi S6
The only real downside to a clean S6 sedan is that, of course, there was also an Avant provided – and who doesn’t love an Avant? This one looks pretty special, and as an interesting counterpoint to the 2021 RS6, let’s look at Audi’s first true big-body S five-door in the US:
Even though they don’t generally get the big headlines, arguably the Porsche 934 and 935 were the most important car in developing the racing history and reputation of Porsche. While the 356 and early 911s were certainly notable, it was in the mid-1970s with the introduction of turbocharged 911 in 935 form that Porsche developed a sizable following of independents who raced the all-conquering Turbos. In turn, it was these race successes that convinced enthusiasts that the Porsche 930 was THE car to have. The 935 was, in many ways, a development of the earlier 934. Wide flares coupled with wheels and brakes from the prototype category 917 and 936 gave a purposeful and classic look. While the roofline and doors remained effectively the same as the production cars, few other details matched what you could buy at the dealer. One of the biggest developments was the aerodynamic “Slantnose” developed with help from Kremer; it would become the signature look for not only the 935s but also the most expensive versions of the 930 in the 1980s. The 935 also helped breach the gap in between the 917 program and the start of the 956/962; while the 936s were the direct transference between the two, it would be the 935 that would carry the Porsche flag around the world. Amongst the notable wins for the 935 were around 150 international victories including all-out victory at Le Mans in 1979 and multiple wins at both Sebring and Daytona.
So it’s little surprise that there’s no shortage of replicas, and this particular ’69 911 has ended up being a pretty impressive Kremer K3 replica:
Wait, the recent strings of Opels weren’t enough? Nope! Strap in! Back in August I took a look at an ‘Opel’ Monterey, which was really just a lightly rebadged Isuzu.
1993 Opel Monterey RS 4×4 Turbodiesel
Well, if you squint, this Bertone looks somewhat similar, but then all of the boxy off-roaders kinda do. That’s not where the link is, though. The Freeclimber was marketed under the Bertone, but as with previous Bertones – just as the X1/9 – it was really just a rebrand of an existing vehicle they had helped design. In this case, underneath the Freeclimber was a Daihatsu Rocky, and yeah, there’s definitely no link to Germany there. But things did get interesting under the hood…
Like Porsche, BMW has gone crazy with the special editions recently, and who can blame them, really – slap some badges and a special color on a normal production car, announce it’s limited production, jack up the price; enthusiasts seems to love it these days.
In the case of the M5 30 Jahre Edition, which of course celebrated the European introduction of the model and not the US-market E28s, BMW announced in 2014 that they’d make 300 of the special edition M5s to commemorate the following year. These cars were auto-equipped with the Competition package, and the more than just badging, BMW Motorsport turned up the wick on them as well. Revised engine tuning yielded 600 horsepower and 516 lb-ft of torque. Of course, the visual tweaks were much more noticeable than the power bump; 30 Jahres were produced solely in Frozen Dark Silver Metallic with dark chrome accents and special badging as well as 20″ Style M601 wheels with Jet Black accents outside, while inside black Merino leather was contrasted with ’30 Jahre M5′ embroidery, Alcantara interior trim, an Alcantara steering wheel, 30 Jahre door sills, and a 1/300 dashboard badge. One of these special editions has popped up for sale in Arizona, impressive since the claim is that only 30 made it here:
Why would anyone even contemplate paying nearly $80,000 for a 26 year old, complicated and turbocharged Audi wagon? Because of the badge that adorns the front – the magical ‘Renn’ added to the S2 badge, along with the legendary name Porsche scripted below. That meant that this relatively unassuming Audi 80 quattro Avant had been produced in Zuffenhausen on the 959 production line rather than Ingolstadt or Neckarsulm and had added a healthy dose of even more “Sport” to the small chassis. Ostensibly, though the Sport Quattro was the first RS vehicle, the RS2 was the first to wear the badge which has become synonymous with Audi’s speed department. For many Audi aficionados, though the RS vehicles have become much faster and more luxurious, just like the with W124 500E and the E30 M3 Audi has never made a car better in its overall execution than the original. Not that it was slow by any means; Porsche’s massaging of the ADU inline-5 resulted in 311 horsepower – even more than the Sport Quattro had from essentially a very similar motor.
So despite being much heavier than the Sport had been, the RS2 wasn’t much slower; sub-5 seconds to 60 and a top speed north of 160 mph. Along the way, it was capable of bullying everything outside of a supercar; yet this car also established the move from Audi’s 2-door halo vehicle to a long line of fast five doors. Porsche also upgraded the brakes and wheels with Brembo units and 17″ ‘Cup 1’ wheels creating a signature look, and tacked on 911 mirrors for good measure. So, too, was the color signature; original called RS Blue rather than the color name it’s often mistaken for – the later Nogaro – bright blue is still the go-to shade for Audi’s fastest and was just announced on the launch of the new RS6 Avant. Even within its fast contemporaries, this car was legendary, and the upgrades to the motors and wheels spawned an entire generation of enthusiasts to turn up their inline-5s stateside. Now that these cars are legal for importation, a steady stream have been coming up for sale: