The legend of the 911 Turbo continues virtually unabated, with the most recent edition of the Turbo S bullying top-tier sport bikes in acceleration duels. Seriously, it does 0-30 in .9 seconds and hits 60 in a touch over 2 seconds. Two. I remember when breaking 5 seconds in the dash was a serious feat. The Turbo is is far from a one-trick pony, though, as it continues to demolish numbers – 100 in 5.3 seconds, the quarter mile in 10.1 at 137. It will hit 180 mph in 21.4 seconds, which is about the same time that it takes a VW T2 to hit highway speed. Of course, there’s also a price to pay…in this case, you’ll be out over $200,000 to leave the dealership in one. But it’s not like earlier generations of 911 Turbo are exactly pokey, right? Take the 2001 911 Turbo. That car disposed of 60 mph in 3.9 seconds with a manual, 12.3 seconds through the quarter mile, and it’ll ‘only’ do 150 mph in 21.6 seconds. Virtually stationary. On the plus side, they’re a whole lot cheaper than the newer 911 Turbos, to the point where people without trust funds could consider purchasing one. And this one certainly seems to fit that bill:
Fresh off last week’s 2018 Mercedes-Benz G65 AMG, I thought I’d look at one of the first vehicles equipped with the M275 engine, the W220 S600. This engine replaced the god awful M158 V12 that lasted a few short years and was by far the better engine for the job. It was so good, they literally put it in almost every vehicle in their range for the next 15 years, including that G65 that I just mentioned. You would think an old twin-turbocharged V12 would be nothing but trouble, but they are fairly easy to live with as long as you remember it is an old twin-turbocharged V12.
This 2004 S600 up for sale in Texas comes in with just a little over 32,000 miles and seems to be in top shape. Admittedly, it isn’t the most attractive car ever in terms of looks and of course the tech is a bit dated, but for the price, is it worth look?
BMW’s naming convention went all wonky (even wonkier, perhaps?) after 2010, as they moved away from the previous ‘iX’ moniker to the new ‘xDrive’ nameplate. To make normal models seem equally special, or perhaps to keep German badge makers employed, they then introduced a new model option – ‘sDrive’. While you might at first think this stands for ‘sport’, you’d be wrong. In fact, the ‘sDrive’ is like Audi’s ‘FrontTrak’ – a fancy name for a two-wheel drive model. Does that automatically mean rear-drive? No. You can, for example, get a brand new 2020 BMW X1 sDrive, which means front-wheel drive, but ostensibly the name is associated with the rear-drive-only Z4 roadster, as we see here.
The revised E89 Z4 launched in 2009, and gone were two things – the M variant, and the coupe, which was replaced by a folding hardtop design. Europe got a plethora of engine choices, but in America we got two, essentially shared with the E8x series – the sDrive3.0i and the sDrive3.5i. As with the E8x and E9x series, the “3.5” wasn’t actually a 3.5, but the twin-turbocharged N54 under the hood. Unlike both of those other models, though, the N54 was not replaced with the N55 single-turbo motor after 2010. Instead, the N54 soldiered on. Also unlike the E8x and e9x models, while there was a ‘is’ model launched that turned up the twist to 1M levels of power, in the Z4 that engine choice could only be had with a seven-speed DCT gearbox. That means that this car was the most potent form of the E89 you could get at the time with a manual transmission:
I can walk down to any dealership just like anyone else, and provided I have a pulse, probably walk out with financing for most mid-range cars regardless of whether or not I could actually afford them. Indeed, easy credit has led to the proliferation of many of our favorite brands and cars to the point where most don’t feel all that special anymore. A $2,500 1990 Jetta, for example, is much more rare to see today in that condition – or, at all, truthfully – compared to a new M car.
So all modern cars aren’t really all that exciting? That’s far from the truth, too, as there are many special examples that float by our feed. So while the F10 M5 isn’t a model often featured, it’s probably our loss for not doing so. It’s also easy to forget that even though it feels pretty new, the F10 has been out of production for almost 4 years and the earliest examples are now nearly 12 years old. Plus, as most M5s do, the entry price point on the antiquated models has dropped considerably compared to their original MSRP, while their performance is still contemporaneous to today’s cars.
The S63B44T0 found under the hood of this particular example was good for 550 plus horsepower; not much more than the model it replaced with that wicked V10. But torque? That’s another matter. While the S85 cranked out an impressive 380 lb.ft at 6,100 rpms, the two turbos tacked onto the S63 V8 produced 500 lb.ft of torque with a curve as flat as the Salt Lake from 1,500 rpms through over 5,000. That massive power could be channeled through a manual gearbox, to boot!
But it’s really the color combination of Amazonitsilber Metallic (X07) from BMW Individual that has us looking at today’s example:
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:
In just a few years, Audi went from only one S model with very limited production imported in the C4 S6 to three models. Top of the range was the S8, but it shared its running gear and sonorous V8 in a slightly detuned state with the new C5 S6. For Audi enthusiasts, though, big news came with the launch of the new S4.
It was unrelated to the first S4 because of Audi’s renaming strategy in 1995. That meant that the new S4 was based on the small chassis B5, and U.S. enthusiasts finally got a taste of Audi’s M3 competitor. Performance came in the form of a new 2.7 twin-turbocharged V6 30V and was mated to either a 5-speed Tiptronic transmission like its bigger siblings or a 6-speed manual. Like other B5s, the S4 made use of the 4th generation of quattro technology driving all four wheels. This utilized a Torsen center differential with open front and rear differentials, both of which employed the ABS sensors to electronically ‘lock up’ the slipping wheels when a speed differentiation was detected. Like other S models, some light revisions to the bodywork and more pronounced exhaust were present, along with polished mirrors and 17″ Avus-design wheels. Most notable was the large front bumper cover with 6 gaping grill covers which hid the twin intercoolers for the motor. With 250 horsepower and 295 lb.ft of torque, you had an all-weather 155 mph warrior. And, it was available as an Avant:
Way back in 2015, I looked at a special Allroad – one of ten that were used in the 2002 Sal Lake City Olympics. They were created through Audi’s Exclusive program and were finished in Sprint Blue Pearl Effect. Since they’re so rare, they don’t come up for sale often. But one did come across my desk this week, and it looked awfully familiar. That’s because it’s the same car I looked at back in ’15! So here it is again, about 70k more miles and not quite as pristine as it once was. But it’s still got the desirable 6-speed manual swap, it’s no reserve, and Sprint Blue is always an eye catcher. So let’s take a look at it today!
As counter-intuitive as it might seem, Porsche made a bunch of automatic 911 Turbos. Specifically automatic 911 Turbo Cabriolets. Why? Well, that is what their buyers want. I know we are all dyed in the wool enthusiasts obsessed with heel toeing and nailing the perfect shift, but there are a lot middle-aged dentists out there who want a convertible Porsche to drive to the Daily Queen on Sunday evenings with their midsize dog in the back seat. Thus, we have a glut of 911 Turbo Cabriolets.
Well, if it’s not evident already, you know why this one is here. First off, it’s one of just about 1,200 RS6s imported. But the vast majority of those are black, gray, or blue. A little over a year ago I took a look at a rare one that wasn’t – one of five Polar White examples. But in terms of rarity, this one is 250% less likely to be seen. It’s one of a claimed two Imola Yellow examples sold in the US. Some people claim color doesn’t matter, but let’s be honest – here, it does.
In case you hadn’t noticed, I’m a huge Audi fan.
Some Most consider this a huge flaw. But the company has emerged from fringe technology fighting to compete with the established giants in the 1980s to be the standard for interiors and, even in some cases, performance in a daily driver. And as a result, they’ve become incredibly popular. For some reason I can’t fully identify, as they’ve become more popular I’ve become increasingly disenchanted with the brand. They all look broadly similar, they all are way too complicated, and they all are way out of my price range.
But once in a while one pops up that grabs my attention. I live by a port that delivers new Audis and Volkswagens, and ride my bike by the long rows of oh-so-boring white, grey, silver, silver-grey, off-white, black, black-grey, grey-black, and charcoal SUVs that pile into this country. But last year I caught sight of a green RS5. I never stop to look at these cars, but I stopped to look at that one. It was damn impressive, and I internally applauded the buyer who sat down and refused to buy a black car. On top of that, they refused to put black wheels on it, too.
Lo and behold, I found its four-door twin this week: